KR19990035298A - Hydraulic Control System for Automatic Transmission - Google Patents

Abstract

An object of the present invention is to control the rear clutch operating in the D1 creep as well as control by the RN-D1 creep-D2 creep when moving from the R range to the D range via the N range, D range 2-3-4 and 4 -3-2 The hydraulic control system for the automatic transmission improves shift response and shifting feeling by controlling shift valves and clutch valves that control the hydraulic pressure supplied and discharged to each friction element at the time of shifting by on / off control hydraulic pressure of the solenoid valve. To provide.

The hydraulic control system for an automatic transmission according to the present invention is provided with a structure for controlling the flow rate returned by receiving the hydraulic pressure generated from the oil pump and controlling the line pressure having a constant pressure amplitude and connected to the pipeline;

A reducing valve connected to the regulator valve by a reducing pressure so as to supply the line pressure supplied to the line pressure pipe to the control pressure of each solenoid valve and reducing the line pressure;

Torque converter, which is one of the hydraulic pressure supplied from the line pressure supplied to the line pressure pipeline and the torque converter connected to the regulator valve according to the on / off control of the damper clutch control solenoid valve connected to the reducing valve to the reducing valve. A damper clutch control valve formed of a structure for operating / releasing the damper clutch by supplying and discharging the furnace to each other and connected to each conduit;

The hydraulic valve is connected to the regulator valve by a line pressure pipeline, and the hydraulic valve is configured to supply / discharge hydraulic oil to a pipeline corresponding to each range according to the operation of the shift lever, and a manual valve connected to each pipeline. ;

This manual valve is connected to the pipeline and the hydraulic pressure supplied to the pipeline is controlled by the transmission control unit (TCU) to control the first and second shift control solenoid valves at 2, 3 and 4 speeds. And a shift control valve connected to the 2,3,4 speed pressure pipelines.

As the transmission control unit (TCU) duty-controls the first and second pressure control solenoid valves, the reducing pressure supplied to the reducing pressure line is acted as a control pressure to transfer the hydraulic pressure supplied from the manual valve and the shift control valve. An NR control valve and a first and second pressure control valve which are formed to have a duty control supplying structure and are connected to pipe lines during the reverse movement;

It is connected to the shift control valve by a 2, 3, 4 speed pipeline and controlled by 2, 3, 4 speed pressure supplied from them according to the on / off control of the first and second shift control solenoid valves. Friction, consisting of front clutch, rear clutch, low-reverse brake, end clutch, servo application of kick-down servo, and servo release from hydraulic pressure supplied from NR control valve and first and second pressure control valves First and second shift valves, rear clutch discharge valves, 2-3, which are formed in a structure for selectively supplying / discharging elements, and connected to conduits so as to enable operation / release control of each friction element and control each other. It comprises a shift valve, a 3-4 shift valve, and an end clutch valve.

Description

Hydraulic Control System for Automatic Transmission

The present invention relates to a hydraulic control system for an automatic transmission, and more particularly, to control the non-operating friction element by controlling with RN-D1 creep-D2 creep when moving from the R range to the D range via the N range, Shift and clutch valves that control the hydraulic pressure supplied and discharged to each friction element during the D-range 2-3-4 and 4-3-2 shifts are controlled by the on / off control hydraulic pressure of the solenoid valve to improve shift responsiveness and shifting feeling. It relates to a hydraulic control system for an automatic transmission.

In general, an automatic transmission for a vehicle is composed of a multi-speed transmission composed of a planetary gear set, a hydraulic control system and a transmission control unit (TCU) for controlling the transmission.

The multi-speed transmission includes a clutch and a brake to transmit the rotational power to the output element by using one of the three elements of the planetary gear set, the sun gear, the planet carrier and the ring gear as an input element and the other as a reaction element. It has a representative friction element.

These friction elements are actuated and released from the hydraulic supply and discharge of the hydraulic control system controlled by the transmission control unit (TCU) to act on the three elements of the planetary gear set as input, reaction and output elements.

The hydraulic control system as described above adjusts the hydraulic pressure generated in the oil pump to a line pressure having a range of pressure amplitude in the regulator valve, and the adjusted line pressure is controlled by the duty of the pressure control valve according to the duty control of the solenoid valve. It is configured to supply the friction element via the shift valve and the clutch valves to actuate it or to discharge the supplied hydraulic pressure to release the friction element.

And the hydraulic control system is configured such that the shift valve and the clutch valves for controlling the hydraulic pressure supplied and discharged to a specific friction element is switched by some of the hydraulic pressure to control the other friction element, during the RND movement to the D2 creep state after throttle It is configured to shift to D1-2-3-4 according to the opening degree.

As a result, the hydraulic control system for the automatic transmission as described above proceeds to the D2 creep state when the flow rate filled in the servo release is not discharged completely while driving to the R range during the RND movement. In the process of discharging the flow rate of the servo release, the pressure rises and the front clutch connected to the pipeline is engaged to generate the shift shank by interlock, and the end clutch valve and the rear clutch discharge valve are connected to the control pressure of the front clutch. Since it is configured to be controlled by the D range 2-3-4, there is a disadvantage in reducing the responsiveness and the feeling of shift when shifting 4-3-2.

Therefore, the present invention has been invented to solve the above disadvantages, the object of the present invention is to operate in the D1 creep and control the RN-D1 creep-D2 creep when moving from the R range to the D range via the N range The on / off control hydraulic pressure of the solenoid valve is controlled by shift valves and clutch valves that operate and control the rear clutch and control the hydraulic pressure supplied and discharged to each friction element in the D-range 2-3-4 and 4-3-2 shifts. To provide a hydraulic control system for an automatic transmission that improves shift response and a feeling of shifting.

In order to realize this, the hydraulic control system for an automatic transmission according to the present invention controls the flow rate returned by receiving the hydraulic pressure generated from the oil pump, so that the regulator valve is formed in a structure that is controlled by the line pressure having a constant pressure amplitude and connected to the pipeline. ;

A reducing valve connected to the regulator valve by a reducing pressure so as to supply the line pressure supplied to the line pressure pipe to the control pressure of each solenoid valve and reducing the line pressure;

Torque converter, which is one of the hydraulic pressure supplied from the line pressure supplied to the line pressure pipeline and the torque converter connected to the regulator valve according to the on / off control of the damper clutch control solenoid valve connected to the reducing valve to the reducing valve. A damper clutch control valve formed of a structure for operating / releasing the damper clutch by supplying and discharging the furnace to each other and connected to each conduit;

The hydraulic valve is connected to the regulator valve by a line pressure pipeline, and the hydraulic valve is configured to supply / discharge hydraulic oil to a pipeline corresponding to each range according to the operation of the shift lever, and a manual valve connected to each pipeline. ;

This manual valve is connected to the pipeline and the hydraulic pressure supplied to the pipeline is controlled by the transmission control unit (TCU) to control the first and second shift control solenoid valves at 2, 3 and 4 speeds. And a shift control valve connected to the 2,3,4 speed pressure pipelines.

As the transmission control unit (TCU) duty-controls the first and second pressure control solenoid valves, the reducing pressure supplied to the reducing pressure line is acted as a control pressure to transfer the hydraulic pressure supplied from the manual valve and the shift control valve. An NR control valve and a first and second pressure control valve which are formed to have a duty control supplying structure and are connected to pipe lines during the reverse movement;

It is connected to the shift control valve by a 2, 3, 4 speed pipeline and controlled by 2, 3, 4 speed pressure supplied from them according to the on / off control of the first and second shift control solenoid valves. Friction, consisting of front clutch, rear clutch, low-reverse brake, end clutch, servo application of kick-down servo, and servo release from hydraulic pressure supplied from NR control valve and first and second pressure control valves First and second shift valves, rear clutch discharge valves, 2-3, which are formed in a structure for selectively supplying / discharging elements, and connected to conduits so as to enable operation / release control of each friction element and control each other. It comprises a shift valve, a 3-4 shift valve, and an end clutch valve.

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 N range of the hydraulic control system for an automatic transmission according to the present invention.

2 is a hydraulic circuit diagram formed when the N-R range movement of the hydraulic control system for an automatic transmission according to the present invention.

3 is a hydraulic circuit diagram formed when the N-D range movement of the hydraulic control system for an automatic transmission according to the present invention.

Figure 4 is a hydraulic circuit diagram formed in the D range 1-2 shifting process of the hydraulic control system for automatic transmission according to the present invention.

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

Figure 6 is a hydraulic circuit diagram formed in the D range 3-4 shifting process of the hydraulic control system for automatic transmission according to the present invention.

7 is a hydraulic circuit diagram formed in the D range 4-3 shifting process of the hydraulic control system for an automatic transmission according to the present invention.

8 is a hydraulic circuit diagram formed in the D range 3-2 shifting process of the hydraulic control system for an automatic transmission according to the present invention.

9 is a hydraulic circuit diagram formed in the D range 2-1 shifting process of the hydraulic control system for an automatic transmission according to the present invention.

1 is a hydraulic circuit diagram formed at the N-range of the hydraulic control system for an automatic transmission according to the present invention, which controls the rear clutch C1 operating at the D1 creep while controlling the RN-D1 creep-D2 creep when the RND range is moved. The on / off control of the solenoid valve can be controlled by the shift valve and the clutch valves that control the operation and control the hydraulic pressure supplied to and discharged from each friction element in the D-range 2-3-4 and 4-3-2 shifts. Consists of.

That is, the oil pump 3 mounted on the oil pump drive hub (not shown) of the torque converter 1 is connected to the pipeline 7 so that the generated hydraulic pressure can be supplied to the regulator valve 5.

The regulator valve (5) is formed so as to control the amount of hydraulic pressure supplied to the conduit (7) discharged to the return conduit (9) to adjust the line pressure having a range of pressure deviations between the conduit (7) between In addition, the configuration is connected to the line pressure line (11).

The line pressure line 11 is connected to one side of the reducing valve 13 for reducing the line pressure to the reducing pressure, and the reducing valve 13 controls the reducing pressure with the damper clutch control solenoid valve 15. It is connected to each reducing pressure line (21, 23) so that it can be supplied to the 1,2 pressure control solenoid valves (17, 19). That is, the reducing valve 13 is provided between the line pressure line 11 and the reducing pressure lines 21 and 23.

On the other hand, the regulator valve (5) is connected to supply the hydraulic pressure to the torque converter control valve 27 through the conduit 25, the torque converter control valve 27 is a power train for supplying the hydraulic pressure supplied to the conduit (25) Each lubrication portion of the and the torque converter (1) is connected to the conduit 31 to supply to the damper clutch control valve 29 for controlling the damper clutch.

The damper clutch control valve 29 is configured to operate as the damper clutch control solenoid valve 15 controls the oil pressure supplied to the reducing pressure line 21, and the oil pressure and line pressure line supplied to the line 31 ( 11) to selectively supply one of the hydraulic pressure supplied to the branch pipe (33) in the branch to the torque converter (1) and to supply the hydraulic pressure discharged from the torque converter (1) to the lubrication portion of the power train (33, 35) And 37)

In addition, the line pressure line 11 is connected to supply the line pressure to the manual valve 39 that is linked to the operation of the shift lever (not shown), the manual valve 39 is a regulator valve (5) for forward and backward It is connected to the front and rear pressure pipelines (41, 43) to supply the control pressure to the furnace, and has a structure that can supply the line pressure to each flow path corresponding to the P, R, N, D, 2, L range. .

The manual valve 39 is connected to the conduit 47 so that the line pressure can be supplied to the shift control valve 45 when the D, 2, L range is selected. The shift control valve 45 is a transmission control unit (TCU). The line pressure supplied from the manual valve 39 through the conduit 47 by the first and second shift control solenoid valves 49 and 51 controlled by It is connected with 2, 3, 4 speed pipelines 53, 55 and 57 to control supply.

In addition, the NR control valve 63 and the first and second pressure control valves 65 and 67 controlled by the first and second pressure control solenoid valves 59 and 61 controlled by the transmission control unit TCU are subjected to friction. It is constructed and connected to control the hydraulic pressure to the elements.

That is, the NR control valve 63 is configured to discharge the hydraulic pressure supplied to the first and second shift valves 71 and the hydraulic pressure supplied to the pipeline 69 connected to the manual valve 39. 73).

The first pressure control valve 65 is supplied with the third speed pressure from the three-speed pressure line 55 connected to the shift control valve 45 to the 2-3 and 3-4 shift valves 75 and 77 and the end clutch valve 79. It is configured to supply a controlled hydraulic pressure is connected to the pipeline (81).

The NR control valve 63 and the first pressure control valve 65 operate the reducing pressure line 23 so that the reducing pressure supplied to the reducing pressure line 23 is simultaneously operated by the duty control of the first pressure control solenoid valve 17. ) Is connected.

The second pressure control valve 67 receives the hydraulic pressure from the conduit 83 connected to the manual valve 69 and receives the first 1-2 shift valve 71, the rear clutch discharge valve 85, and the second 1-2 shift. The valve 87 is configured to supply a controlled hydraulic pressure and is connected to the conduit 87.

Meanwhile, as described above, the first and second 1-2 shift valves 71 and 87, 2-3, which receive the hydraulic pressure controlled by the NR control valve 63 and the first and second pressure control valves 65 and 67, as described above. 3-4 shift valve (75,77), end clutch valve (79), rear clutch discharge valve (85) includes rear clutch (C1), end clutch (C2), low-reverse brake (B1), kick-down band brake It is connected to supply the hydraulic pressure to the servo application (S / A) and the servo release (S / R) for controlling (B2) or to discharge the supplied hydraulic pressure to operate and release the friction elements.

The front clutch C3 is connected to the conduit 43 so as to be directly controlled by the line pressure supplied from the manual valve 39, and the low-reverse brake B1 is also supplied by the line pressure supplied from the manual valve 39. It is connected to the conduit 91 so that it can be directly controlled.

That is, the first 1-2 shift valve 71 is connected to the shift control valve 45 by the second speed pipeline 53 and is controlled by the second speed pressure supplied to the pipeline 53, so that the second pressure control valve ( The hydraulic pressure supplied to the pipe line 89 connected to the 67 is supplied to the 2-3 shift valve 75 through the pipe line 93 and the hydraulic pressure supplied to the 2-3 shift valve 75 is discharged, or the NR control valve It is controlled and controlled by the hydraulic pressure supplied to the conduit 73 connected to the 63, and is configured and connected to supply the low-reverse brake B1 separately from the conduit 91 through the conduits 95 and 97. .

The second 1-2 shift valve 87 is connected to the second speed pipeline 53 and the third speed pipeline 55 and is controlled by the second and third speed pressures supplied to the pipelines 53 and 55, thereby providing a second pressure. The hydraulic pressure supplied via the rear clutch discharge valve 85 connected to the control valve 67 via the conduit 89 is supplied to the rear clutch C1 and the hydraulic pressure supplied thereto is discharged, or the manual valve 39 is discharged. The hydraulic pressure supplied via the rear clutch discharge valve 85 connected to the conduit 99 is supplied to the rear clutch C1 and configured to discharge the hydraulic pressure that has been supplied thereto.

The rear clutch discharge valve 85 is connected to the four speed pipeline 57 and controlled by the four speed pressure supplied to the pipeline 57, so that the hydraulic pressure supplied to the pipeline 89 connected to the second pressure control valve 67 is supplied. Is supplied to the rear clutch C1 through the second 1-2 shift valve 87 connected to the conduit 101 and the hydraulic pressure supplied thereto is discharged to the conduit 101 or connected to the manual valve 39. The line pressure supplied to the conduit 99 is configured and connected to supply the rear clutch C1 through the second 1-2 shift valve 87 connected to the conduit 103.

The 2-3 shift valve 75 is connected to the third speed pipeline 55 and is controlled by the third speed pressure supplied to the pipeline 55 to be supplied to the pipeline 81 connected to the first pressure control valve 65. The first 1-2 shifts supplying the hydraulic pressure to the servo application (S / A) of the kick-down servo for controlling the kick-down band brake (B2) through the conduit 105 and the hydraulic pressure supplied thereto to the conduit 93 The hydraulic pressure supplied to the pipeline 93 connected to the first 1-2 shift valve 71 or discharged through the valve 71 is supplied to and supplied to the servo application S / A through the pipeline 105. It is configured and connected to discharge the hydraulic pressure.

The 3-4 shift valve 77 is connected to the four-speed pipeline 57 and controlled by four-speed pressure supplied to the pipeline 57 to control the kick-down servo brake B2. Servo release (S / R) of the kick-down servo which discharges the hydraulic pressure acting on the (S / R) or the hydraulic pressure supplied to the conduit 81 connected to the first pressure control valve 65 to the conduit 107. It is configured and connected so that it can be supplied.

The end clutch valve 79 is connected to the four-speed pipeline 57 and controlled by the four-speed pressure supplied to the pipeline 57 so that the hydraulic pressure supplied to the four-speed pipeline 57 can be fed through the pipeline 109. The hydraulic pressure supplied to the clutch C2 or the end clutch C2 can be discharged to the first pressure control valve 65 connected to the conduit 81.

The hydraulic control system for an automatic transmission configured as described above has a power train as the transmission control unit (TCU) controls each solenoid valve according to the range selection operation of the shift lever and the vehicle driving conditions such as the vehicle speed and the throttle opening ratio. Activates and releases friction elements installed in the power train to enable automatic transmission.

(N range)

That is, when the N range is selected by the shift lever and the engine is started, at the same time, the oil pump 3 is driven to generate oil pressure, which is a torque converter control connected to the conduit 25 through the regulator valve 5. The valve 27 and the damper clutch control valve 29 connected to the conduit 31 is supplied to the conduit 33, or controlled by the line pressure in the regulator valve 5, the damper through the line pressure conduit 11 It is supplied to the clutch control valve 29 and the conduit 35 connected thereto to release and operate the damper clutch and then to the lubrication portion of the power train.

Thus, the hydraulic pressure supply and discharge in the direction in which the damper clutch control valve 29 operates or releases the damper clutch is controlled by the transmission control unit (TCU) controlling the damper clutch control solenoid valve 15 to be turned on and off. The hydraulic pressure supplied to the reducing pressure line 21 is applied to and acted on one side of the damper clutch control valve 29.

And the line pressure supplied to the line pressure line (11) acts on one side of the regulator valve (5) connected to the forward pressure line (41) through a manual valve (39) acts on the line pressure control, the other part It is supplied to one side of the second 1-2 shift valve 87 through the rear clutch discharge valve 95 and the conduit 103 connected thereto through the conduit 99 connected to the manual valve 39 to operate any friction element. Realizes an N-range state that is not made.

(N-R range shift)

As shown in FIG. 2, when the shift lever is moved to the R range and the throttle opening ratio is increased in the N range state as described above, the manual valve 39 controls the regulator valve 5 to a line corresponding to the R range. The line pressure is supplied to one side of the regulator valve 5 through the reverse pressure pipeline 43, and the line pressure is supplied to the NR control valve 63 connected to the pipeline 69.

The hydraulic pressure supplied to the reverse pressure pipeline 43 acts on the line pressure control and is supplied to the front clutch C3 to operate it.

The line pressure supplied to the NR control valve 63 is connected to the NR control valve 63 by a conduit 73 as the NR control valve 63 is operated by the duty control of the first pressure control solenoid valve 19. The first 1-2 shift valve 71 is supplied to the low-reverse brake B1 connected to the conduits 95 and 97, thereby operating and controlling the R range.

(N-D range shift)

Meanwhile, if the shift lever is moved to the D range in the N range state and the throttle opening ratio is increased, as shown in FIG. 3, the manual valve 39 may control the regulator valve 5 to a line pressure corresponding to the D range. The line pressure is supplied to one side of the regulator valve 5 through the forward pressure pipeline 41 so as to be connected to the shift control valve 45 and the second pressure control valve 67 connected to the pipelines 47 and 83, respectively. Supply pressure.

The hydraulic pressure supplied to the forward pressure pipeline 41 acts on the line pressure control. The line pressure supplied to the second pressure control valve 67 is connected to the conduit 89 while being pressure-controlled through the second pressure control valve 67 operated by the duty control of the second pressure control solenoid valve 19. The rear clutch discharge valve 85 is supplied to the rear clutch C1 through the second 1-2 shift valve 87 connected to the conduit 101 so as to control the operation thereof to realize the D range 1 speed.

That is, at the time of ND shift, the hydraulic pressure acting on the rear clutch C1 is controlled by duty control of the second pressure control solenoid valve 19, so that the gearbox is shifted to the second speed D-range even if the throttle opening is increased rapidly. The speed is directly shifted to 1 speed, enabling rapid start-up.

(D range 1-2 shift)

When the throttle opening degree is increased in the D range 1 speed state as shown in FIG. 4, the transmission control unit (TCU) controls the first and second shift control solenoid valves 49 and 51 to be turned off and on, respectively. The second speed pressure is supplied from the shift control valve 45 to the second speed pressure pipe 53.

The second speed pressure supplied to the second speed pipeline 53 is supplied to the first and second 1-2 shift valves 71 and 87 to operate it. The transmission control unit TCU duty-controls the second pressure control solenoid valve 19.

Therefore, the hydraulic pressure controlled by the second pressure control valve 67 is the first 1-2 shift valve 71 connected to the conduit 89, the 2-3 shift valve 75 connected to the conduit 93, and thus the conduit It is supplied to the servo application (S / A) connected to 105 to operate the kick-down band brake (B2) to control the D-range 2 speed state.

At the same time, since the second 1-2 shift valve 87 is controlled by the second speed pressure supplied to the second speed pipeline 53, the hydraulic pressure controlled by the second pressure control valve 19 is shut off and connected to the manual valve 39. The line pressure supplied to the conduit 99 is supplied to the rear clutch C1 via the rear clutch discharge valve 85 and the second 1-2 shift valve 87 connected to the conduit 103 so as to operate the D range 2 Realize the inside.

In other words, when the D range 1-2 is shifted, the first and second 1-2 shift valves 71 and 87 are switched at two speeds according to the control of the first and second shift control solenoid valves 49 and 51, thereby responsiveness. Do it quickly.

(D range 2-3 shifting)

When the throttle opening degree is increased in the D range 2 speed state as shown in FIG. 5, the transmission control unit (TCU) controls the first and second shift control solenoid valves 49 and 51 to be turned off to shift. The second and third speed pressures are supplied from the control valve 45 to the second and third speed lines 53 and 55, respectively.

The second speed pressure supplied to the second speed pipeline 53 is continuously supplied as in the second speed, and the third speed pressure supplied to the third speed pipeline 55 is the second 1-2 shift valve 87 and the 2-3 shift valve. And supplied to the first pressure control valve 65 while operating them. The transmission control unit TCU duty-controls the first and second pressure control solenoid valves 17 and 19.

Accordingly, the second 1-2 shift valve 87 is switched to the opposite direction of the second speed state in the state in which the second speed pressure is actuated, and is connected to the manual valve 39 by the pipeline 99 to the rear clutch discharge valve ( 85 and the line pressure supplied to the conduit 103 connected thereto are cut off and supplied to the rear clutch discharge valve 85 connected to the second pressure control valve 67 via the conduit 89 and the conduit 101 connected thereto. The control hydraulic pressure of the second pressure control valve 67 is supplied to the rear clutch C1 to continue to operate it.

And the 2-3 shift valve 75 is switched in the opposite direction of the second speed state by the third speed pressure supplied to the three-speed pressure pipe (55) is supplied to the pipeline 93 connected to the first 1-2 shift 71 The control pressure of the second pressure control valve 67 is shut off, and the control pressure of the first pressure control valve 65 supplied to the conduit 81 connected to the first pressure control valve 65 is passed through the conduit 105. Supply to the servo application (S / A).

At the same time, the control pressure of the first pressure control valve 65 supplied to the conduit 81 is supplied to the servo release S / R through the 3-4 shift valve 77 and the conduit 107 connected thereto. Release the kick-down band brake (B2).

In addition, the control pressure of the first pressure control valve 65 supplied to the conduit 81 is supplied to the end clutch C2 through the end clutch valve 79 and the conduit 109 connected thereto, and is operated to operate the speed D range 3 speed. To realize.

That is, in the D range 2-3 shift, the hydraulic pressure controlled by the first pressure control valve 65 is directly supplied through the end clutch valve 79 without any control, thereby speeding up the shift response.

(D-range 3-4 shifting)

As shown in FIG. 6, when the throttle opening degree is increased in the D range 3 speed state as described above, the transmission control unit TCU controls the first and second shift control solenoid valves 49 and 51 to be on and off, respectively. 2, 3, 4 speed pressure is supplied from the shift control valve 45 to the 2, 3, 4 speed pressure pipelines 53, 55, 57, respectively.

The second and third speed pressures supplied to the second and third speed pressure passages 53 and 55 are continuously supplied as in the second speed, and the fourth speed pressure supplied to the four speed pressure passage 57 is the rear clutch discharge valve 85 and 3- It is supplied to the four shift valve 77 and the end clutch valve 79. The transmission control unit TCU duty-controls the first and second pressure control solenoid valves 17 and 19.

Accordingly, the rear clutch discharge valve 85 is switched in the opposite direction in the 1,2,3 speed state by the fourth speed pressure and is connected to the second 1-2 shift valve 87 via the rear clutch C1. Release the hydraulic pressure to operate it.

In addition, the 3-4 shift valve 77 is switched to the opposite direction of the 1,2,3 speed state by the 4 speed pressure supplied to the 4 speed pipeline 57, and is supplied to the pipeline 81 by the first pressure control valve 65. ), And the hydraulic pressure acting on the servo release (S / R) is discharged through the conduit 107 while the servo application (S / A) is operated to release the kickdown band brake (B2). It works.

And the end clutch valve 79 is switched in the opposite direction of the third speed state by the fourth speed pressure supplied to the fourth speed pipeline 57, the control pressure of the first pressure control valve 65 supplied to the pipeline 81 is blocked. And the fourth speed pressure supplied to the fourth speed pipeline 57 is supplied to the end clutch C2 through the pipeline 109 to operate the four-speed pressure.

That is, when the D-range 3-4 is shifted, the four-speed pressure supplied to the four-speed pipeline 57 by the control of the first and second shift control solenoid valves 49 and 51 is the rear clutch discharge valve 85 and the 3-4. Since the shift valve 77 is switched, the shift response is increased.

(D-range 4-3 shifting)

When the throttle opening degree is reduced in the D range 4 speed state as shown in FIG. 7, the transmission control unit (TCU) controls both the first and second shift control solenoid valves 49 and 51 to shift on. The fourth speed pressure supplied from the control valve 45 to the fourth speed pipe 57 is discharged.

As the four-speed pressure is discharged, the four-speed pressure acting on one side of the rear clutch discharge valve 85, the 3-4 shift valve 77, and the end clutch valve 79 is discharged, and the valves 85, 77, and 79 are discharged. It is switched in the opposite direction of the fourth speed. The transmission control unit TCU duty-controls the first and second pressure control solenoid valves 17 and 19.

Therefore, the rear clutch discharge valve 85 is switched to the 1,2,3 speed state and is connected to the pipeline 101 by the control pressure of the second pressure control valve 67 supplied to the pipeline 89. It is supplied to the rear clutch C1 through the shift valve 87 to operate it.

In addition, the 3-4 shift valve 77 is switched in the opposite direction of the 4 speed state as the 4 speed pressure supplied to the 4 speed pressure pipe 57 is discharged, so that the servo application (S / A) is operated. The control pressure of the first pressure control valve 65 supplied to 81 is supplied to the servo release S / R through the conduit 107 to release the kickdown band brake B2.

And the end clutch valve 79 is switched in the opposite direction of the fourth speed state as the fourth speed pressure supplied to the four speed pressure pipeline 57 is discharged, thereby controlling the first pressure control valve 65 supplied to the pipeline 81. The pressure is supplied to the end clutch C2 through the conduit 109 to operate it to realize the D range third speed.

That is, at the time of the D-range 4-3 shift, the four-speed pressure supplied to the four-speed pressure line 57 is discharged by the control of the first and second shift control solenoid valves 49 and 51, so that the rear clutch discharge valve 85 and Since the 3-4 shift valve 77 and the end clutch valve 79 are switched, the shift response is increased.

(D-range 3-2 shift)

When the throttle opening degree is reduced in the D range 3 speed state as shown in FIG. 8, the transmission control unit TCU controls the first and second shift control solenoid valves 49 and 51 to be turned off and on, respectively. The third speed pressure supplied from the shift control valve 45 to the third speed pressure pipe 55 is discharged.

As the third speed pressure is discharged, the third speed pressure acting on one side of the second 1-2 shift valve 87 and the 2-3 shift valve 75 is discharged, so that the valves 75 and 87 are opposite in the third speed state. Is switched to. The transmission control unit TCU duty-controls the first and second pressure control solenoid valves 17 and 19.

Therefore, the second 1-2 shift valve 87 is switched to the second speed state of the rear clutch discharge valve 85 connected to the conduit 89 and the second pressure control valve 67 supplied to the conduit 101 connected thereto. Shut off the control pressure, and supply the line pressure supplied to the rear clutch discharge valve 85 and the conduit 103 connected thereto to the manual clutch 39 to the rear clutch C1 to operate it. do.

In addition, the 2-3 shift valve 75 is switched in the opposite direction of the third speed state as the third speed pressure supplied to the third speed pressure pipe 55 is discharged, and is connected to the second pressure control valve 67 by a pipe line 89. The control pressure of the second pressure control valve 67 supplied to the first 1-2 shift valve 71 and the conduit 93 connected thereto is supplied to the servo application S / A.

At the same time, the hydraulic pressure acting on the servo release S / R is discharged through the 3-4 shift valve 77 connected to the conduit 107 and the first pressure control valve 65 connected to the conduit 81. To activate the kick-down band brake (B2).

And the hydraulic pressure for operating the end clutch C2 is discharged through the end clutch valve 79 connected to the conduit 109 and the first pressure control valve 65 connected to the conduit 81 to the end clutch C2 To release D speed 2 speed.

That is, when the D range 3-2 is shifted, the third 1-2 pressure valve is discharged as the third speed pressure supplied to the third speed pipeline 55 is controlled by the control of the first and second shift control solenoid valves 49 and 51. 87) and the 2-3 shift valve 75 are switched to release the end clutch C2 and the servo release S / R without controlling the end clutch valve 79 and the 3-4 shift valve 77. This speeds up the shift response.

(D-range 2-1 shift)

When the throttle opening degree is reduced in the D range 2 speed state as shown in FIG. 9, the transmission control unit (TCU) controls both the first and second shift control solenoid valves 49 and 51 to shift on. The second speed pressure supplied from the control valve 45 to the second speed pipeline 53 is discharged.

As the second speed pressure is discharged, the second speed pressure acting on one side of the first and second 1-2 shift valves 71 and 87 is discharged to switch the valves 71 and 87 in the opposite direction to the second speed state. The transmission control unit TCU duty-controls the second pressure control solenoid valve 19.

Therefore, the second 1-2 shift valve 87 is switched to the first speed state, and the line pressure supplied to the rear clutch discharge valve 85 connected to the manual valve 39 by the conduit 99 and the conduit 103 connected thereto. The control pressure of the rear clutch discharge valve 85 connected to the conduit 89 and the second pressure control valve 67 supplied to the conduit 101 connected to the conduit 89 to be operated to the rear clutch C1. do.

In addition, the first one-two shift valve 71 is switched in the opposite direction to the second speed state as the second speed pressure supplied to the second speed pressure pipe 53 is discharged, so that the hydraulic pressure acting on the servo application S / A is reduced. It is discharged through the 2-3 shift valve 75 connected to the conduit 105 and the conduit 93 connected thereto to release the kick-down band brake B2 to realize the D range 1 speed.

That is, when the D range 2-1 is shifted, the first and second 1-2 shifts are discharged as the second speed pressure supplied to the second speed pipeline 53 is discharged by the control of the first and second shift control solenoid valves 49 and 51. The valves 71 and 87 are switched to speed up the shift response.

As described above, the hydraulic control system for an automatic transmission according to the present invention controls the rear clutch operating in the D1 creep as well as the RN-D1 creep-D2 creep during the movement of the RND range, and the D range 2-3-4 and The shift valve and clutch valves that control the hydraulic pressure supplied and discharged to each friction element at the time of 4-3-2 shift are controlled at 2,3,4 speed according to the on / off control of the first and second shift control solenoid valves. Shift response and shifting feeling can be improved.

Claims (9)

The regulator valve is formed in a structure that is controlled by the line pressure having a constant pressure amplitude, so as to control the flow rate returned by receiving the hydraulic pressure generated from the oil pump; A reducing valve connected to the regulator valve by a reducing pressure so as to supply the line pressure supplied to the line pressure pipe to the control pressure of each solenoid valve and reducing the line pressure; Torque converter, which is one of the hydraulic pressure supplied from the line pressure supplied to the line pressure pipeline and the torque converter connected to the regulator valve according to the on / off control of the damper clutch control solenoid valve connected to the reducing valve to the reducing valve. A damper clutch control valve formed of a structure for operating / releasing the damper clutch by supplying and discharging the furnace to each other and connected to each conduit; The hydraulic valve is connected to the regulator valve by a line pressure pipeline, and the hydraulic valve is configured to supply / discharge hydraulic oil to a pipeline corresponding to each range according to the operation of the shift lever, and a manual valve connected to each pipeline. ; This manual valve is connected to the pipeline and the hydraulic pressure supplied to the pipeline is controlled by the transmission control unit (TCU) to control the first and second shift control solenoid valves at 2, 3 and 4 speeds. And a shift control valve connected to the 2,3,4 speed pressure pipelines. As the transmission control unit (TCU) duty-controls the first and second pressure control solenoid valves, the reducing pressure supplied to the reducing pressure line is acted as a control pressure to transfer the hydraulic pressure supplied from the manual valve and the shift control valve. An NR control valve and a first and second pressure control valve which are formed to have a duty control supplying structure and are connected to pipe lines during the reverse movement; It is connected to the shift control valve by a 2, 3, 4 speed pipeline and controlled by 2, 3, 4 speed pressure supplied from them according to the on / off control of the first and second shift control solenoid valves. Friction, consisting of front clutch, rear clutch, low-reverse brake, end clutch, servo application of kick-down servo, and servo release from hydraulic pressure supplied from NR control valve and first and second pressure control valves First and second shift valves, rear clutch discharge valves, 2-3, which are formed in a structure for selectively supplying / discharging elements, and connected to conduits so as to enable operation / release control of each friction element and control each other. Hydraulic control system for automatic transmission including shift valve, 3-4 shift valve and end clutch valve. The 3-4 shift valve and end clutch valve of claim 1, wherein the first pressure control valve is connected to the third speed pipeline and controls the third speed supplied by the duty of the first pressure control solenoid valve. Hydraulic control system for an automatic transmission, characterized in that configured to be supplied to. The second pressure control valve of claim 1, wherein the second pressure control valve is connected to the manual valve by a pipeline and controls the line pressure supplied therefrom by the duty of the second pressure control solenoid valve, thereby connecting the rear clutch discharge valve and the first 1 connected to the pipeline. -2 hydraulic control system for an automatic transmission, characterized in that configured to be supplied to the shift valve. The method of claim 1, wherein the first 1-2 shift valve is connected to the second speed pipeline and controlled by the second speed pressure supplied to the pipeline to supply the hydraulic pressure supplied from the second pressure control valve to the 2-3 shift valve. And a function of discharging the hydraulic pressure supplied to the 2-3 shift valve and supplying the hydraulic pressure to the low-reverse brake while being controlled by the hydraulic pressure supplied from the NR control valve. Hydraulic control system for automatic transmission. 2. The valve of claim 1, wherein the second 1-2 shift valve is connected to the second and third speed pipelines and is controlled by the second and third speed pressures supplied to the pipelines and supplied via the second pressure control valve and the rear clutch discharge valve. To supply one of the hydraulic pressure supplied to the rear clutch and the hydraulic pressure supplied through the manual valve and the rear clutch discharge valve, and to discharge the hydraulic pressure supplied to the rear clutch to the rear clutch discharge valve. Hydraulic control system for an automatic transmission, characterized in that configured. 2. The rear clutch discharge valve of claim 1, wherein the rear clutch discharge valve is connected to the four speed pressure pipeline and controlled by the four speed pressure supplied to the pipeline to transfer the hydraulic pressure supplied from the second pressure control valve to the rear clutch through the second one-two shift valve. Supplying, connecting the manual valve to the pipeline, supplying the line pressure supplied to the pipeline to the rear clutch through the second 1-2 shift valve, and operating the hydraulic pressure to operate the rear clutch to the second 1-2 shift valve. A hydraulic control system for an automatic transmission, characterized in that configured to perform one of the action to discharge the supply. The valve of claim 1, wherein the 2-3 shift valve is connected to a third speed pipeline and is controlled by a third speed pressure supplied to the pipeline to supply hydraulic pressure supplied from the first pressure control valve to the servo application of the kickdown servo. Supplying the hydraulic pressure supplied to the first 1-2 shift valve to the servo application of the kick-down servo and supplying the hydraulic pressure that operated the servo application to the first 1-2 shift valve. Hydraulic control system for an automatic transmission, characterized in that configured to perform one of the action to discharge. The first pressure control valve according to claim 1, wherein the 3-4 shift valve is connected to a fourth speed pipeline and controlled by a fourth speed supplied to the pipeline to discharge hydraulic pressure acting on the servo release of the kickdown servo. A hydraulic control system for an automatic transmission, characterized in that configured to perform one of the functions of supplying the hydraulic pressure supplied from the servo release of the kick-down servo. The end clutch valve is connected to a four-speed pipeline and is controlled by a four-speed pressure supplied to the pipeline to supply the hydraulic pressure supplied to the four-speed pipeline to the end clutch. Hydraulic control system for an automatic transmission, characterized in that configured to perform one of the action to discharge to the first pressure control valve.