KR20040009374A - Hydraulic system of automatic transmission for vehicles - Google Patents

Abstract

PURPOSE: A hydraulic control system of an automatic transmission for a vehicle is provided to cut down manufacturing cost by substituting three duty control solenoid valves with on/off solenoid valves and four pressure control valves with three shift valves with keeping function. CONSTITUTION: Hydraulic pressure from an oil pump(2) is regulated through a pressure regulating valve, and supplied to a damper clutch partially and to friction factors selectively. A hydraulic control system selectively supplies hydraulic pressure to plural friction factors composed of three clutches and two brakes through a manual valve(10), first and second hydraulic control valves, first, second, third and fourth shift valves(18,20,22,24), a switch valve, and first and second fail-safe valves(28,30) to perform forward four-speed and reverse shifting. First and second solenoid valves are formed with duty control solenoid valves, and first, second and third shift control solenoid valves are formed with on/off solenoid valves.

Description

HYDRAULIC SYSTEM OF AUTOMATIC TRANSMISSION FOR VEHICLES}

The present invention relates to a hydraulic control system of an automatic transmission for a vehicle, and more particularly, by replacing a part of the duty control solenoid valve with an on / off solenoid valve to configure a hydraulic control system, thereby reducing cost and improving quality control. It relates to a hydraulic control system of a vehicle automatic transmission.

In general, the automatic transmission is configured in various ways according to the connection relationship between the multi-speed transmission device consisting of a planetary gear and the clutch and brake for controlling the transmission.

In the automatic transmission, the configuration of the hydraulic control system of the forward 4-speed automatic transmission will be described. As shown in FIG. 9, the hydraulic pressure generated by the oil pump 502 is a pressure control valve 504 that makes the hydraulic pressure constant. The torque converter is supplied to the damper clutch control valve 508 for increasing the power transmission efficiency of the torque converter through the torque converter control valve 506 which constantly adjusts the torque converter and the lubrication oil pressure.

In addition, it is supplied to the manual valve 510 for switching the flow path while interlocking according to the position of the selector lever in the driver's seat, and the manual valve 510 is supplied to the damper clutch control valve control solenoid valve 512.

At the same time, the first, second, third and fourth solenoid valves S1, S2, S3, and S4 which control hydraulic pressure are supplied to the first, second, third and fourth pressure control valves 514 according to their control. 516, 518, 520 are configured to be fed via the switch valve 522 or the first, second, fail-safe valves 524, 526 or directly to the friction element so that each friction at each speed By selectively operating the elements C1, C2, C3, B1, and B2, a shift of 4 forward speeds and 1 reverse speed is realized.

However, in the case of the hydraulic control system as described above, it consists of five duty control solenoid valves, four pressure control valves, and a damper clutch control valve, and the duty control solenoid valves are expensive. There is a problem that quality control is very difficult.

In addition, in the case of the pressure control valve, since the tolerance is very small, there is a problem that the processing cost increases, which is also a factor of the cost increase.

Therefore, as a result of intensive studies to solve the above-mentioned conventional problems of the present invention, it is recognized that only two of the duty control solenoid valves are operated at the time of actual shifting, and the rest remain in the standby state for the next shifting. It is possible to replace the duty control solenoid valve and pressure control valve existing in the standby state with solenoid and shift valves for on / off, thereby reducing the production cost by reducing the unit cost of the solenoid valve and the shift valve The aim is to provide a control system.

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

Figure 2 is a partial configuration of the hydraulic control means applied to the present invention.

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

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

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

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

7 is a view showing a hydraulic flow state in the L range in the hydraulic control system according to the present invention.

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

9 is an embodiment of a conventional hydraulic control system.

In order to achieve the above object, the present invention, the hydraulic pressure generated from the oil pump is regulated to a constant pressure, a part is supplied to the operating pressure of the damper clutch, the other part is a friction element operating at each gear stage Three clutches and two via manual valves, first and second hydraulic control valves and first, second, third and fourth shift valves, switch valves and first and second fail-safe valves to The hydraulic control system is formed to allow the shifting of 4 forward speed and 1 reverse speed while selective hydraulic pressure is supplied to a plurality of friction elements made of brakes.

The first and second solenoid valves for controlling the first and second hydraulic control valves are formed as a duty control solenoid valve, and the first, second and third shift control solenoid valves for controlling the first, second and third shift valves are on / off. Provided is a hydraulic control system for an automatic transmission for a vehicle formed by an off solenoid valve.

Hereinafter, with reference to the accompanying drawings, preferred embodiments of the present invention will be described in more detail.

1 is a configuration diagram of a hydraulic control system according to the present invention and shows a hydraulic flow in a neutral state.

The oil pressure generated by the oil pump (2) is the power transmission efficiency of the torque converter through a pressure control valve (4) for making the hydraulic pressure constant, and a torque converter control valve (6) for constantly adjusting the torque converter and lubrication oil pressure. Is supplied to the damper clutch control valve (8) to increase the pressure.

In addition, a part of oil generated from the oil pump 2 is supplied to the manual valve 10 for switching the flow path while interlocking with the position of the selector lever in the driver's seat, and at the same time, the first solenoid valve PCSV1 and The first pressure control valve 12 and the damper clutch control valve 8 are supplied.

The hydraulic pressure passing through the D range pressure line 14 of the manual valve 10 is supplied to the second solenoid valve PCSV2 and the second pressure control valve 16 and at the same time, the first, second and third shift control solenoid valves. The fourth shift valve 24 and the switch valve 26 or the first through (SCSV1, 2, 3) and the first, second and third shift valves 18, 20 and 22 connected to them independently. The friction elements C1, C2, C3, B1 and B2 are supplied via the 1 and 2 fail-safe valves 28 and 30 or directly to each friction element as described above. It is configured to be shifted while operating.

Further, the D range pressure is supplied to the damper clutch control valve 8 control solenoid valve S3.

The first and second solenoid valves S1 and S2 are duty control solenoid valves, and the first, second and third shift control solenoid valves SCSV1, 2 and 3 are solenoid valves for on / off.

As described above, the hydraulic control system of the present invention replaces the conventional duty control solenoid valve with three on / off solenoid valves and replaces the two pressure control valves with four shifts.

Looking at the connection hydraulic circuit in more detail, the first pressure control valve 12 is controlled by the first solenoid valve (S1) while the line pressure at the first, second, fourth speed fourth shift valve 24 and the fourth Hydraulic pressure is supplied to the first clutch C1 through the two shift valve 20 (see FIGS. 3, 4 and 6), and at the third speed, the fourth shift valve 24, the second shift valve 20, and the first While sequentially passing through the shift valve 18 and the second fail-safe valve 30, the second valve B2 is supplied to the second brake B2 (see FIG. 5).

The second pressure control valve 14 is controlled by the second solenoid valve S2, and the second brake is controlled through the first shift valve 18 and the second fail safe valve 30 at the second and fourth speeds of the D range. It supplies to (B2) (refer FIG. 4, 6), and supplies it to the 2nd clutch C2 through the 1st shift valve 18 in 3rd speed | rate (refer FIG. 5).

The first shift valve 18 is controlled by the control pressure of the first shift control solenoid valve SCSV1 while supplying the control pressure of the second pressure control valve 16 to the first clutch C1 and at the same time. The hydraulic pressure supplied from the shift valve 20 may be supplied to the second brake B2, or the control pressure of the second pressure control valve 16 may be supplied to the second brake B2.

To this end, as shown in FIG. 2, the first shift valve 18 is configured to supply hydraulic pressure from the first port 52 to which the control pressure of the first shift control solenoid valve SCSV1 is supplied, and the second shift valve 20. The second port 54 supplied, the third port 56 supplied with hydraulic pressure from the second pressure control valve 16, and the fourth port 58 supplied with hydraulic pressure from the third shift valve 22. And a fifth port 60 for supplying the hydraulic pressure supplied to the third port 56 to the second fail-safe valve 30, and a second clutch C2 for supplying the hydraulic pressure supplied to the third port 56. And a sixth port 62 for supplying the valve body.

The valve spool embedded in the valve body selectively connects the first land 64 acting on the hydraulic pressure supplied to the first port 52, and the second port 54 and the fifth port 60. The second land 66, a third land 68 selectively connecting the third port 56 and the fifth port 60, and a fourth port 58 together with the third land 68. ) And a fourth land 70 selectively connecting the fifth port 60 to the fifth port 60, and a spring 72 supporting the fourth land 70.

In addition, while the second shift valve 20 is controlled by the second shift control solenoid valve SCSV2, the second shift valve 20 supplies the hydraulic pressure supplied from the fourth shift valve 24 to the first clutch C1, and the fourth shift valve. A function of supplying the hydraulic pressure supplied from the 24 to the first shift valve 18 is performed.

To this end, the second shift valve 20 includes a first port 82 supplied with a control pressure of the second shift control solenoid valve SCSV2 and a second port supplied with hydraulic pressure from the fourth shift valve 24. (84), a third port (86) for receiving hydraulic pressure from the third shift valve (22), and a fourth for supplying hydraulic pressure supplied to the second port (84) to the first shift valve (18). The valve body is retained, including a port 88 and a fifth port 90 for supplying the hydraulic pressure supplied to the third port 86 to the first clutch C1.

The valve spool embedded in the valve body selectively connects the first land 92 acting on the hydraulic pressure supplied to the first port 52, and the second port 84 and the fourth port 88. The second land 94, a third land 96 selectively connecting the second port 84 and the fifth port 90, and a third port 86 together with the third land 96. ) And a fourth land (98) for selectively connecting the fifth port (90), and a spring (100) supporting the fourth land (98).

The third shift valve is controlled by the third shift control solenoid valve SCSV3 to perform a function of supplying drive pressure to the first shift valve 18 or the second shift valve 20.

To this end, the third shift valve 22 may include a first port 102 supplied with the control pressure of the third shift control solenoid valve SCSV3 and second and third ports 104 and 106 supplied with the drive pressure. And a fourth port 108 receiving the pressure of the first shift valve 18 adjacent to the third port 106 and a hydraulic pressure supplied to the second port 104. It holds the valve body in which the fifth port 110 to be supplied to (20) is formed.

The valve spool embedded in the valve body selectively connects the first land 112 acting on the hydraulic pressure supplied to the first port 102, the second port 104, and the fifth port 110. The second land 114, the third land 116 selectively connecting the fourth port 108 to the discharge port EX, and the third port 106 together with the third land 116. ) And a fourth land 118 connecting the fourth port 108 to the fourth land 118. The fourth land 118 includes a valve spool supported by the spring 120.

The fourth shift valve 24 is controlled by the "R" or "L" range pressure, the hydraulic pressure supplied from the first pressure control valve 12 to the second shift valve 20 or switch valve 26 It will perform the function of supplying.

To this end, the fourth shift valve 24 supplies the pressure of the first port 122 supplied with the R range pressure, the second port 124 supplied with the L range pressure, and the pressure of the first pressure control valve 12. Hydraulic pressure supplied to the third port 126, the fourth port 128 for supplying the hydraulic pressure supplied to the third port 126 to the second shift valve 20, and the third port 126 It includes a valve body comprising a fifth port 130 for supplying the second fail-safe valve (30).

The valve spool embedded in the valve body has a first land 132 acting on the hydraulic pressure supplied to the first port 122, and a fourth port acting on the hydraulic pressure supplied to the second port 124. And a second land 134 for opening and closing 128 and a third land 136 for selectively opening and closing the fifth port 130, wherein the third land 136 is a spring 138. Are burnt.

Since the configuration and operation of the switching valve 26 and the first and second fail-safe valves 28 and 30 are well known, detailed descriptions thereof will be omitted.

According to the present invention made as described above, at the first forward speed, as shown in FIG. 3, the hydraulic pressure controlled by the first pressure control valve 12 is controlled through the fourth shift valve 24 and the second shift valve 20. The first speed change is made while being supplied to the clutch C1.

In the second forward speed, as shown in FIG. 4, the control pressure of the second pressure control valve 16 passes through the first shift valve 18 and the second fail-safe valve 30 in the state of the first speed, and thus the second brake B2. ) Is supplied to the second speed shift.

At the third forward speed, as shown in FIG. 5, the valve spool of the first shift valve 18 is moved to the right in the drawing by the off control of the first shift control solenoid valve SCSV1, and at the same time, the first solenoid valve is performed. Under the control of S1, the hydraulic pressure supplied to the second brake B2 is released by the discharge control, the control pressure of the second pressure control valve 16 is supplied to the second clutch C2, and the third shift is performed. As the control pressure of the valve 22 is supplied to the first clutch C1 through the second shift valve 20, three forward speed shifts are performed.

In the fourth forward speed, as shown in FIG. 6, the first shift is performed by the flow of the second shift valve 20 under the control of the second shift control solenoid valve SCSV2 and the first solenoid valve S1 in the third speed state. The hydraulic pressure of the clutch C1 is released and controlled, the second clutch C1 is supplied with the control pressure of the third shift valve 22 through the first shift valve 18, and the second brake B2 is the first brake. 2 forward speed is shifted while the control pressure of the pressure control valve 16 is supplied through the first shift valve 18.

In the L range, as shown in FIG. 7, the control pressure of the third shift valve 22 is supplied to the first clutch via the second shift valve 20 and the fourth pressure is controlled by the L range pressure of the manual valve 10. Port change of the shift valve 24 is performed, so that the control pressure of the first pressure control valve 12 is controlled by the first brake 24 through the fourth shift valve 24, the switch valve 26, and the first fail safe valve 28. The shift is made while supplied to B1).

In the reverse shift stage, as shown in FIG. 8, the R range pressure is directly supplied from the manual valve 10 to the third clutch C3 and the control pressure of the first pressure control valve 12 is changed to the fourth shift valve ( 24, the switch valve 26, the first fail-safe valve 28 is supplied to the first brake (B1) while the reverse shift is made.

As described above, according to the present invention, by replacing three of the conventional duty control solenoid valves with solenoid valves for on / off, and replacing the four pressure control valves with three shift valves, the solenoid while maintaining its function It is an invention that can reduce the production cost by reducing the cost of the valve and the shift valve.

Claims (5)

The hydraulic pressure generated from the oil pump is regulated to a constant pressure by the pressure regulating valve, partly supplied to the working pressure of the damper clutch, and the other part of the manual valve to selectively supply the working pressure to the friction elements operating at each shift stage. And a plurality of friction elements consisting of three clutches and two brakes via first and second hydraulic control valves and first, second, third and fourth shift valves, and switch valves and first and second fail-safe valves. While supplying the hydraulic control system to form a shift of 4 forward speed and 1 reverse speed, The first and second solenoid valves for controlling the first and second hydraulic control valves are formed as a duty control solenoid valve, and the first, second and third shift control solenoid valves for controlling the first, second and third shift valves are on / off. Formed by solenoid valve for off, The first pressure control valve receives the line pressure from the pressure control valve and supplies a control pressure while being duty controlled by the first solenoid valve, The second pressure control valve receives the D lane pressure from the manual valve and supplies a control pressure while being duty controlled by the second solenoid valve. The first shift valve is controlled by the control pressure of the first shift control solenoid valve while supplying the control pressure of the second pressure control valve to the first clutch and simultaneously supplying the hydraulic pressure supplied from the second shift valve to the second brake. Or supply the control pressure of the second pressure control valve to the second brake, The second shift valve is controlled by a second shift control solenoid valve, supplies the hydraulic pressure supplied from the fourth shift valve to the first clutch, supplies the hydraulic pressure supplied from the fourth shift valve to the first shift valve, The third shift valve is controlled by a third shift control solenoid valve to supply drive pressure to the first shift valve or the second shift valve, The fourth shift valve is controlled by the "R" or "L" range pressure, it is configured to supply the hydraulic pressure supplied from the first pressure control valve to the second shift valve or switch valve of the vehicle automatic transmission, characterized in that Hydraulic control system. The first shift valve of claim 1, wherein the first shift valve includes a first port supplied with the control pressure of the first shift control solenoid valve, a second port supplied with the hydraulic pressure from the second shift valve, and a hydraulic pressure from the second pressure control valve. And a third port for supplying hydraulic pressure, a fourth port for receiving hydraulic pressure from the third shift valve, a fifth port for supplying hydraulic pressure supplied to the third port to a second fail-safe valve, and the third port. A valve body having a sixth port for supplying supplied hydraulic pressure to the second clutch; A first land acting on the hydraulic pressure supplied to the first port, a second land selectively connecting the second port and the fifth port, and a third land selectively connecting the third port and the fifth port And a valve land spool having a fourth land for selectively connecting a fourth port with a fifth port together with the third land, and a spring for holding the fourth land. The second shift valve of claim 1, wherein the second shift valve includes a first port supplied with the control pressure of the second shift control solenoid valve, a second port supplied with the hydraulic pressure from the fourth shift valve, and a hydraulic pressure from the third shift valve. And a fourth port for supplying the hydraulic pressure, a fourth port for supplying the hydraulic pressure supplied to the second port to the first shift valve, and a fifth port for supplying the hydraulic pressure supplied to the third port to the first clutch. Valve body; A first land acting on the hydraulic pressure supplied to the first port, a second land selectively connecting the second port and the fourth port, and a third land selectively connecting the second port and the fifth port And a fourth land for selectively connecting the third port to the fifth port together with the third land, and a valve spool having a spring for holding the fourth land. The third shift valve of claim 1, wherein the third shift valve includes a first port supplied with the control pressure of the third shift control solenoid valve, second and third ports supplied with the drive pressure, and a first shift adjacent to the third port. A valve body having a fourth port receiving the pressure of the valve and a fifth port selectively supplying the hydraulic pressure supplied to the second port to the second shift valve; A first land acting on the hydraulic pressure supplied to the first port, a second land selectively connecting the second port and the fifth port, and a third land selectively connecting the fourth port to the discharge port; And a fourth land connecting the third port and the fourth port together with the third land, wherein the fourth land includes a valve spool having a valve spool carried by a spring. Hydraulic control system of the transmission. The fourth shift valve of claim 1, wherein the fourth shift valve comprises: a first port supplied with the R range pressure, a second port supplied with the L range pressure, a third port supplied with the pressure of the first pressure control valve, and the first port; A valve body including a fourth port for supplying the hydraulic pressure supplied to the third port to the second shift valve, and a fifth port for supplying the hydraulic pressure supplied to the third port to the second fail safe valve; A first land that acts on the hydraulic pressure supplied to the first port, a second land that opens and closes the fourth port while acting on the hydraulic pressure supplied to the second port, and a third that selectively opens and closes the fifth port It comprises a land, wherein the third land is a hydraulic control system of an automatic transmission for a vehicle, characterized in that comprises a valve body carried by a spring.