KR20040021060A - unitary accumulator system for automatic transmission - Google Patents

Abstract

PURPOSE: An integrated accumulator device of an automatic transmission is provided to make the design of a valve body compact, improve workability, and reduce the manufacturing cost by having the accumulator for common use. CONSTITUTION: An integrated accumulator device of an automatic transmission comprises a switching unit and a buffering unit. The switching unit promotes the switching of a port by taking line pressure output from a manual valve(16), in shifting, as signal pressure. The buffering unit is duty-controlled according to the switching actions of the switching unit. The buffering unit holds the line pressure supplied to corresponding friction elements in common and promotes stabilization of control pressure. The switching unit comprises a first switching valve(28) taking the line pressure supplied to a shift control valve(24) from the manual valve as signal pressure and promoting the switching of a passage, in shifting from a D-range to an L-range and a second switching valve(30) taking the line pressure supplied to a rear clutch exhaust valve(26) from the manual valve and promoting the switching of the passage, in shifting to an R-range.

Description

Unit accumulator system for automatic transmission

The present invention relates to an integrated accumulator device of an automatic transmission, and more particularly, by accumulating the accumulator provided in the valve body to stabilize the change in the control pressure supplied to the engagement-side friction element during shifting, thereby improving the feeling of shifting. The present invention relates to an integrated accumulator device of an automatic transmission that enables compactness and improves the processability of the valve body.

In general, the automatic transmission is a device that enables the driving force output from the engine to be changed in multiple stages according to the driving state while driving, and is possible by properly operating the friction element in the planetary gear device forming the multi-speed stage.

To this end, the hydraulic circuit of the conventional automatic transmission is provided with an accumulator for the purpose of stabilizing the control pressure during the control of the coupling-side clutch or brake during shifting, so that the accumulator is individually corresponding to the corresponding friction element. It is preferable to install, but due to the lay-out of the transmission, processing and cost problems are limited to some friction elements.

That is, the conventional hydraulic control device of the automatic transmission is provided with one accumulator 14 on the flow path leading to the pressure control valve 10 and the rear clutch 12, as shown in Figure 1, the accumulator 14 Is shifted from the pressure control valve 10 at the time of shifting to stabilize the unstable control pressure supplied to the rear clutch 12 to improve the feeling of shifting.

However, as described above, although the components, called the accumulator 14, are preferably installed one by one so as to correspond to the respective friction elements in order to improve the feeling of shifting at the time of shifting, the limitations such as lay-out of the valve body are limited. Due to conditions, it is limited to a specific friction element.

In addition, in the conventional hydraulic control device of the automatic transmission, the line pressure output from the manual valve 16 is low without passing through the accumulator 14 via the valve control valve 18 during the shift from the N range to the R range. As it is directly supplied to the reverse brake 20, the response of the low and reverse brake 20 is fast, while there is a disadvantage in that a shock occurs due to a rapid fastening and a shifting feeling is reduced.

Accordingly, the present invention has been devised in view of the above-mentioned matters, and the accumulator for stabilizing the change in the control pressure for the friction element in which the rapid supply of the control pressure is supplied during shifting is used to share the accumulator as a single component. It is therefore an object of the present invention to provide an integrated accumulator device of an automatic transmission that enables not only a compact design of the valve body but also an improvement in workability and a reduction in manufacturing cost.

The present invention for achieving the above object comprises: switching means for switching the port to the line pressure output from the manual valve at the time of shifting as a signal pressure; And a buffer means which is duty-controlled in accordance with the switching operation of the switching means and shares line pressures respectively supplied to the friction elements, thereby stabilizing the control pressure.

1 is a view showing a hydraulic circuit of a conventional automatic transmission.

Figure 2 is a view showing a D range shift state in the hydraulic circuit of the automatic transmission according to the present invention.

3 is an enlarged cross-sectional view of the main portion of FIG. 2;

4 (a) and 4 (b) are enlarged views of the switching valve shown in FIG. 2, respectively.

5 is a view showing an R range shift state in the hydraulic circuit of the automatic transmission according to the present invention.

Figure 6 is a view showing the L range shift state in the hydraulic circuit of the automatic transmission according to the present invention.

<Description of Symbols for Main Parts of Drawings>

10-Pressure Control Valve 12-Rear Clutch

14-accumulator 16-manual valve

18-en R control valve 20-low and reverse brake

22-integrated accumulator 24-shift control valve

26-rear clutch exhaust valve 28-first switching valve

30-second switching valve

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

Figure 2 is a view showing a D range shift state in the hydraulic circuit of the automatic transmission according to the present invention, Figure 3 is an enlarged cross-sectional view of the main portion of Figure 2, Figure 4 (a), (b) is respectively shown in FIG. In the enlarged view of the illustrated switching valve, the same reference numerals will be given to the same reference parts as in FIG.

The integrated accumulator 22 of the automatic transmission according to the present invention is a line supplied from the manual valve 16 to the shift control valve 24 at the time of shifting to the D range, the R range and the L range, respectively, as shown in FIG. Switching means for switching ports by using the pressure from the manual valve 16 to the rear clutch exhaust valve 26 as a signal pressure; According to the switching operation of this switching means, it is common to the supply flow path of the line pressure controlled from the pressure control valves 10 to the engine control valve 18 and supplied to the rear clutch 12 to the low and reverse brake 20. It is installed by adding a buffer means for stabilizing the unstable control pressure.

Here, the switching means is a first switching valve 28 for switching the flow path by using the line pressure supplied from the manual valve 16 to the shift control valve 24 as the signal pressure at the time of shifting from the D range to the L range. And a second switching valve 30 for switching the flow path using the line pressure supplied from the manual valve 16 to the rear clutch exhaust valve 26 at the time of shifting into the R range as a signal pressure.

As shown in Fig. 3, the shock absorbing means has a housing 22a formed in multiple layers in the valve body, and a hydraulic pressure surface (hydraulic working surface) in multiple layers in the housing 22a. It consists of a structure provided with the piston 22b and the return spring 22c provided in the back surface of this piston 22b, and supporting it elastically.

First, the housing 22a is supplied with a first application port 22d which shares control pressures supplied to the friction elements, respectively, when the gearbox is shifted to the D and L ranges, and is supplied to the friction elements when the gearbox is shifted to the R range. A second application port 22e sharing the control pressure is provided.

The piston 22b is provided with a first hydraulic pressure surface 22f subjected to a control pressure supplied through the first or port 22d when shifting to the D range and the L range, and a second when shifting to the R range. A second pressure receiving surface 22g that receives the control pressure supplied through the port 22e is provided.

In addition, a support member 22h for supporting the return spring 22c is fixed to the housing 22a, and the support member 22h carries a snap ring 22i on the housing 22a. Since the return spring 22c can support the back surface of the piston 22b in an elastic manner, it is fixed at.

On the other hand, a plurality of O-rings 22j are provided between the housing 22a and the piston 22b, so that the control pressures respectively supplied to the first application port 22d to the second application port 22e are airtight. To independently act as the first hydraulic pressure surface 22f to the second hydraulic pressure surface 22g.

Here, the sizes of the first hydraulic pressure surface 22f and the second hydraulic pressure surface 22g formed on the piston 22b are determined according to the torque capacity shared by the friction element for each shift range during shifting, and thus, the present invention is implemented. In the example, the first hydraulic pressure surface 22f is set larger than the second hydraulic pressure surface 22g due to the large torque capacity that the rear clutch 12 shares with the low and reverse brake 20. Of course, the size of each hydraulic pressure surface is set to a degree sufficient to effectively stabilize the control pressure corresponding to the torque capacity shared by the friction element in shifting.

In addition, the housing 22a of the integrated accumulator 22 has a part of the hydraulic oil flowing through the first application port 22d and the second application port 22e through the housing 22a and the piston 22b. A discharge port EX is formed to drain it to the oil pan when it leaks, and leaks between the housing 22a and the piston 22b on the support member 22h for supporting the return spring 22c. A discharge port EX is formed to drain the hydraulic oil to the oil pan.

Meanwhile, as illustrated in FIG. 4A, the first switching valve 28 receives a signal pressure through a branched pipe line on a flow path from the manual valve 16 to the shift control valve 24. A control pressure input port 28b to receive a control pressure through a signal pressure input port 28a, a pipeline branched on the flow path from the first pressure control valve 26 to the rear clutch 12, and the control pressure A control pressure output port 28c is provided which communicates with the input port 28b and supplies it to the first application port 22d of the buffer means.

In addition, the first switching valve 28 may include a first land 28aa receiving a signal pressure input through a signal pressure input port 28a, and the control pressure input port at the side of the first land 28aa. In addition to regulating the traffic between 28b) and the control pressure output port 28c, the rear side is provided with a second land 28bb which is supported by the return spring 28d.

As shown in FIG. 4B, the second switching valve 30 applies a signal pressure through a branched pipe line on a flow path from the manual valve 16 to the rear clutch exhaust valve 26. A control pressure input port 30b receiving a control pressure through a receiving signal pressure input port 30a and a branched pipe line on the flow path from the valve control valve 18 to the low and reverse brake 20; A control pressure output port 30c is provided which communicates with the control pressure input port 30b and supplies it to the second application port 22e of the buffer means.

In addition, the second switching valve 30 may include a first land 30aa receiving a signal pressure input through a signal pressure input port 30a, and the control pressure input port at the side of the first land 30aa. In addition to regulating the traffic between 30b) and the control pressure output port 30c, the rear side is provided with a second land 30bb which is supported by the return spring 30d.

Hereinafter, the operation of the integrated accumulator of the automatic transmission according to the present invention will be described in detail.

First, as shown in FIG. 2, the line pressure supplied from the manual valve 16 to the shift control valve 24 at the time of shifting to the D range is transferred to the first switching valve 28 through the first branch conduit L1. Is applied to the signal pressure input port 28a to move the spool to the right to communicate between the control pressure input port 28b and the control pressure output port 28c.

Accordingly, the operating pressure supplied from the first pressure control valve 10 to the rear clutch 12 is controlled in the traffic state of the first switching valve 28 through the second branch conduit L2. First input surface 22d of the accumulator 22 is passed through the input port 28b and the control pressure output port 28c, and thereafter, the first hydraulic pressure surface formed in the piston 22b of the accumulator 22 22f) is pressed.

As a result, the accumulator 22 is duty-controlled from the first pressure control valve 10 to convert the operating pressure supplied to the rear clutch 12 to a stable state, thereby smoothly engaging the rear clutch 12. It is possible to improve the speed of the shift.

As shown in FIG. 5, the line pressure supplied from the manual valve 16 to the rear clutch exhaust valve 26 at the time of shifting to the R range is controlled by the second switching valve (3) through the third branch conduit L3. It is applied to the signal pressure input port 30a of 30 to move the spool to the right to communicate between the control pressure input port 30b and the control pressure output port 30c.

Accordingly, the operating pressure supplied from the engine control valve 18 to the low and reverse brake 20 controls the traffic state of the second switching valve 30 through the fourth branch conduit L4. The second pressure receiving surface 30b is transmitted to the second application port 22e of the accumulator 22 through the pressure input port 30b and the control pressure output port 30c, and is then formed on the piston 22b of the accumulator 22. 22g will be pressurized.

As a result, the accumulator 22 is duty-controlled from the engine control valve 18 to convert the operating pressure supplied to the low and reverse brake 20 to a stable state, thereby smoothing the low and reverse brake 20. The fastening is made, and the shifting feeling can be improved.

In addition, as shown in FIG. 6, the line pressure supplied from the manual valve 16 to the shift control valve 24 at the time of shifting to the L range is controlled by the first switching valve 28 through the first branch conduit L1. Is applied to the signal pressure input port 28a to move the spool to the right to communicate between the control pressure input port 28b and the control pressure output port 28c.

Accordingly, the operating pressure supplied from the first pressure control valve 10 to the rear clutch 12 is controlled in the traffic state of the first switching valve 28 through the second branch conduit L2. First input surface 22d of the accumulator 22 is passed through the input port 28b and the control pressure output port 28c, and thereafter, the first hydraulic pressure surface formed in the piston 22b of the accumulator 22 22f) is pressed.

As a result, the accumulator 22 is duty-controlled from the first pressure control valve 10 to convert the operating pressure supplied to the rear clutch 12 to a stable state, thereby smoothly engaging the rear clutch 12. It is possible to improve the speed of the shift.

As described above, the first and second switching valves 28 and 30 in which the port is switched using the line pressure output from the manual valve 16 as the signal pressure at the time of shifting to the D range, the R range and the L range, respectively. The operating pressure supplied to the friction element through the first and second hydraulic pressure surfaces 22f and 22f of the piston 22b is provided through the first and second application ports 22d and 22e of the accumulator 22. 22g), the accumulator 22 can convert the operating pressure supplied to the friction element to a stable level through the elasticity of the return spring 22c. This can be improved.

In addition, since the stabilization of the operating pressure supplied to the friction element when shifting to the D range and the R range and the L range as described above can be achieved by a single accumulator 22, the constraints on the lay-out in the valve body are limited. It can be avoided and also enables the compact design of the valve body.

As described above, according to the integrated accumulator device of the automatic transmission according to the present invention, the accumulator 22 for stabilizing the operating pressure supplied to the friction element during shifting is commonly used in the D range, the R range and the L range, respectively. As a function can be implemented in a single component, the space occupied by the accumulator 22 in the valve body can be minimized, thereby enabling the design of a compact valve body.

In addition, since the accumulator 22 can stabilize the operating pressure supplied to the friction element when shifting to the N-R range, the friction element can be smoothly engaged to improve the feeling of shifting.

Claims (9)

Switching means for switching ports by setting the line pressure output from the manual valve 16 at the time of shifting as a signal pressure; And a buffer means for duty control in accordance with the switching operation of the switching means and for sharing the line pressure supplied to the friction element, thereby stabilizing the control pressure. The method of claim 1, The switching means includes a first switching valve 28 for switching the flow path using the line pressure supplied from the manual valve 16 to the shift control valve 24 as the signal pressure at the time of shifting from the D range to the L range. And a second switching valve 30 for switching the flow path using the line pressure supplied from the manual valve 16 to the rear clutch exhaust valve 26 as a signal pressure when shifting to the R range. Integrated accumulator unit in the transmission. The method of claim 2, The first switching valve 28 includes a signal pressure input port 28a receiving a signal pressure through a branched pipeline on a flow path from the manual valve 16 to the shift control valve 24, and the first pressure control valve ( A control pressure input port 28b to receive a control pressure through a branched pipe line on the flow path from 26 to the rear clutch 12, which communicates with the control pressure input port 28b to form the first application port of the shock absorbing means. The control pressure output port 28c supplied to 22d, the first land 28aa receiving the signal pressure input through the signal pressure input port 28a, and the control portion at the side of the first land 28aa. In addition to regulating the traffic between the pressure input port 28b and the control pressure output port 28c, the rear of the automatic transmission is characterized in that it has a second land 28bb which is supported by the return spring 28d. Integrated accumulator unit. The method of claim 2, The second switching valve 30 includes a signal pressure input port 30a for receiving a signal pressure through a branched pipeline on a flow path from the manual valve 16 to the rear clutch exhaust valve 26, and an engine control valve ( A control pressure input port 30b to receive a control pressure through a branched pipe line on the flow path from 18) to the low and reverse brake 20, and communicates with the control pressure input port 30b to form a second In the control pressure output port 30c supplied to the application port 22e, the first land 30aa receiving the signal pressure input through the signal pressure input port 30a, and the side of the first land 30aa, It is characterized in that the automatic control between the control pressure input port (30b) and the control pressure output port (30c) and the back land has a second land (30bb) that is supported by the spring through the return spring 30d Integrated accumulator unit in the transmission. The method of claim 1, The shock absorbing means includes a housing 22a formed in a multi-layered layer in the valve body, a piston 22b having a hydraulically acting surface (hydraulic surface) in the multi-layered layer inside the housing 22a, and the piston 22b. Integrated accumulator device of an automatic transmission, characterized in that it has a return spring (22c) installed on the rear of the car and support it, and a plurality of application ports (22d, 22e) to share the control pressure supplied to the friction element when shifting . The method of claim 5, wherein The piston 22b includes a first hydraulic pressure surface 22f which receives a control pressure supplied through the first application port 22d when shifting to the D range and the L range, and a second application port when shifting to the R range ( 22. The integrated accumulator device of an automatic transmission, characterized in that it is provided with a second hydraulic pressure surface (22g) receiving a control pressure supplied through 22e). The method of claim 5, wherein The return spring 22c is an integrated accumulator device of an automatic transmission, characterized in that the piston 22b is elastically supported via a support member 22h fixed via a snap ring 22i installed in a housing 22a. . The method of claim 5, wherein Between the housing 22a and the piston 22b, the control pressures respectively supplied to the first application port 22d to the second application port 22e are airtight and independently independent of the first hydraulic pressure surface 22f to the first. 2. An integrated accumulator device of an automatic transmission, characterized in that a plurality of O-rings (22j) are installed to act as two hydraulic pressure surfaces (22g). The method of claim 6, The size of the first hydraulic pressure surface 22f and the second hydraulic pressure surface 22g formed on the piston 22b is determined according to the torque capacity shared by the friction element for each shift range during shifting. Accumulator device.