KR20040028357A - Hydraulic control system for automatic transmission with six gears for vehicle - Google Patents

Abstract

PURPOSE: A hydraulic control system of a six-speed automatic transmission is provided to reduce the production cost by controlling and distributing hydraulic pressure through four duty control solenoid valves and two on/off solenoid valves. CONSTITUTION: A manual valve(22) changes oil passages by interlocking with a select lever(12). First, second, third and fourth pressure control valves(14,16,18,20) control D-range pressure from the manual valve by controlling through the control pressure of first, second, third and fourth solenoid valves(S1,S2,S3,S4). The solenoid valves are controlled by the decompression from a reducing valve. A first direction switching valve(24) supplies the hydraulic pressure from the second pressure control valve to two ports selectively by controlling through a fifth solenoid valve(S5). A second direction switching valve(26) connects the first direction switching valve and a line pipe with one port selectively by controlling through a sixth solenoid valve(S6). A switch valve(28) supplies the hydraulic pressure from the second direction switching valve to a second clutch(C2) and first and second fail safe valves(32,34) selectively by controlling through two control pressures from the manual valve. A N-R control valve(30) supplies the hydraulic pressure from the manual valve at a rear range to a first brake by controlling through the second solenoid valve. The first fail safe valve supplies the hydraulic pressure from the switch valve to the first brake by controlling the partial hydraulic pressure from the second clutch, a second brake and the manual valve. The second fail safe valve supplies the hydraulic pressure from the third pressure control valve to the second brake by controlling through the partial hydraulic pressure from the first, second and third clutches and the hydraulic pressure from the manual valve. A third fail safe valve(36) supplies the hydraulic pressure from the first direction switching valve to a fourth clutch by controlling through the partial hydraulic pressure from a third brake and the hydraulic pressure from the manual valve. Thereby, one solenoid valve for duty is alternated to two solenoid valves for on/off.

Description

HYDRAULIC CONTROL SYSTEM FOR AUTOMATIC TRANSMISSION WITH SIX GEARS FOR VEHICLE}

The present invention relates to a hydraulic control system of a six-speed automatic transmission for a vehicle. More specifically, the hydraulic control and hydraulic distribution are performed by four duty control solenoid valves and two on / off solenoid valves, thereby improving transmission performance and The present invention relates to a hydraulic control system of a six-speed automatic transmission for a vehicle that can reduce costs.

For example, an automatic transmission for a vehicle has a torque converter and a power train, which is a multi-stage transmission gear mechanism connected to the torque converter, and selectively selects one of the operating elements of the power train according to the driving state of the vehicle. It will have a hydraulic control system for operation.

The automatic transmission may include a combination of at least two simple planetary gear sets and a complex planetary gear set and a plurality of friction elements to obtain a required shift stage, and selectively select a friction element of the power train according to operating conditions. It includes a hydraulic control system that can be operated as.

In addition, the above-described power train and hydraulic control system have been developed and applied in different forms according to each automobile manufacturer. Currently, the four-speed automatic transmission is the mainstream, and the fuel efficiency and the efficient use of engine driving power are the main factors. In order to improve performance, the development of 5-speed and 6-speed automatic transmissions has been actively made in recent years.

In such an automatic transmission, looking at the prior art of the six-speed automatic transmission in accordance with the present invention, the Korean Patent Application No. 2001-0041602 (6-speed power train and hydraulic control system of the automatic transmission for a vehicle) of the applicant as an example I can lift it.

The proposed hydraulic control system is configured to control a friction element consisting of four clutches and three brakes through five duty solenoid valves, hydraulic control valves and five spool valves controlled thereto.

However, in the above-described conventional hydraulic control system, there is no problem in implementing the six-speed shift stage, but all of the solenoid valves for controlling the hydraulic pressure are applied to the duty control solenoid valve which is not easy to control the quality. The pressure control valve applied to the duty control solenoid valve, as well as the cost increase, also has a problem that the manufacturing cost is increased because the tolerance is small, further increases the cost.

Accordingly, the present invention has been invented to solve the above problems, and an object of the present invention is to provide hydraulic control and hydraulic distribution by four duty control solenoid valves and two on / off solenoid valves in a six-speed automatic transmission. This provides a hydraulic control system for a six-speed automatic transmission for a vehicle that can greatly reduce production costs.

1 is a block diagram of a hydraulic control system according to the present invention.

Figure 2 is a detailed view of the hydraulic control portion of the hydraulic control system according to the present invention.

Figure 3 is a detailed view of the hydraulic distribution portion of the hydraulic control system according to the present invention.

In order to realize the above object, the present invention, the hydraulic pressure supplied from the line pressure adjusting means and the pressure reducing means is controlled by the shift control and the hydraulic control means to selectively supply to a plurality of friction elements directly or through a hydraulic distribution means to shift In a vehicle hydraulic control system to be made,

Each pressure control valve controlled by four duty solenoid valves, each direction switching valve controlled by two on / off solenoid valves, and five spool valves, and control seven friction elements It provides a hydraulic control system to realize a reverse gear speed of 1st speed.

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, wherein the hydraulic control system of the present invention includes four clutches C1, C2, C3, C4 and three brakes B1, B2, and B3. By controlling the friction element consisting of) to control the power train that can realize the shift of 6 forward speed and 1 reverse speed.

That is, the friction element is shifted while operating in each gear stage as shown in Table 1 below.

Gearshift clutch brake C1 C2 C3 C4 B1 B2 B3 1st speed ● ● 2nd speed ● ● 3 speed ● ● ● 4 speed ● ● ● 5th ● ● ● 6 speed ● ● ● Reverse (R) ● ●

Looking at the configuration of the hydraulic control system for operating the friction element as shown in Table 1, as shown in Figure 1, the torque converter (2) for receiving the power from the engine and converts the torque to the transmission side, and the torque converter and An oil pump 4 for generating oil required for shift stage control and oil pressure required for lubrication, and the oil pressure generated from the oil pump 4 includes damper clutch control means (A) including line pressure adjustment and pressure reduction means (A). ), A pressure control means (B) including a shift control means, and a hydraulic pressure distribution means (C).

The damper clutch control means (A) including the line pressure control and the decompression means (A) is a regulator (6) for adjusting the hydraulic pressure fed from the oil pump (4) to a constant pressure, and the hydraulic pressure supplied from the regulator (6) Constantly adjustable torque converter control valve (8) for torque converter and lubrication, damper clutch control valve (10) for controlling damper clutch to improve power transmission efficiency of torque converter, and always lower pressure than line pressure It comprises a reducing valve 12 to enable.

And a part of the hydraulic pressure reduced from the reducing valve 12 is supplied to the control pressure of the damper clutch control valve 10 and at the same time to the line pressure control means, the other part of the reduced pressure may be used as the shift stage control pressure 1, 2, 3, 4 pressure control valves 14, 16, 18, 20 for forming hydraulic pressure, and 1, 2, 3, 4 solenoid valves S1 for controlling the pressure control valves thereof ( S2) S3 is supplied to the hydraulic control means B which consists of S4.

The line pressure controlled by the regulator valve 6 is supplied to the manual valve 22 which is a shift control means for switching the flow path while operating in conjunction with the position of the selector lever in the driver's seat, and the fifth and sixth solenoid valves S5. S6 is supplied at a control pressure, and the control pressures of the fifth and sixth solenoid valves S5 and S6 control the first and second flow path switching valves 24 and 26, respectively.

In the above, the first, second, third, and fourth solenoid valves S10 (S2), S3, and S4 are used for duty control, and the fifth and sixth solenoid valves S5 and S6 are on / off solenoid valves. .

The hydraulic pressure supplied to the manual valve 22 is controlled by the hydraulic control means B according to each range selection, or a switching valve 28 directly forming the hydraulic distribution means C, and an NR control valve ( 30) and the first, second and third fail safe valves 32, 34 and 36 or directly to the friction element.

In such a hydraulic control system, the damper clutch control means (A) including the line pressure control and the decompression means is already known, so detailed description thereof will be omitted, and FIG. 2 of the pressure control means (B) including the shift control means. With reference to the configuration in more detail as follows.

The manual valve 22 is a "R" range pressure line 42, N range pressure line 44 and the hydraulic pressure supplied from the line pressure line 40 connected to the regulator valve 6 in accordance with the range conversion And the D range pressure line 46 and the L range pressure line 48 are configured to be supplied.

The “R” range pressure line 42 is connected to the third clutch C3 and the regulator valve 6, and a part of the hydraulic pressure supplied to the third clutch C3 is controlled by the NR control valve 30 and the third. In communication with the two fail-safe valve 34, the N range pressure line 44 is connected to the first pressure control valve 14.

The D range pressure line 46 is connected to supply the control pressure of the switch valve 26 and the first, second, and third fail safe valves 32, 34, and 36, and at the same time, the second, third, and fourth pressure gauges. It is connected with the pressure control valves 14, 16, 18, and 20, and the L range pressure line 48 is supplied at the control pressure of the switch valve 28.

Looking at the configuration of the first pressure control valve 14 and the first solenoid valve (S1) forming the hydraulic control means (B) in the above, as shown in Figure 2, the valve body of the first pressure control valve 14 A first port 50 which receives the reduced pressure from the reducing valve 12; A second port 52 which receives hydraulic pressure from the manual valve 22; A third port (54) for supplying hydraulic pressure supplied to the second port (52) to the first clutch (C1) and the second fail safe valve (34); And a fourth port 56 which receives the control pressure from the first solenoid valve S1.

Of course, the first solenoid valve S1 controls the depressurization supplied from the reducing valve 12.

And the valve spool embedded in the valve body has a hydraulic pressure supplied to the first port 50, the first land 58 made of a small diameter; A second land 60 which selectively opens and closes the second port 52 while the hydraulic pressure supplied to the first port 50 acts; The second land 58 includes a third land 62 for selectively communicating the second and third ports 52 and 54, and to which a control pressure supplied to the fourth port 56 acts. Is made, and the bullet member 64 is disposed between the third land 62 and the valve body to always maintain the valve spool is always moved to the left in the drawing.

The first solenoid valve S1 for controlling the first pressure control valve 14 as described above is a three-way valve, and when turned on, the first pressure control valve 14 of the first pressure control valve 14 is blocked in a state in which When the hydraulic pressure supplied at the control pressure is discharged, and vice versa, the discharge port is closed and the valve holds a flow path through which the reduced pressure hydraulic pressure can be supplied to the first pressure control valve 14. Therefore, it will be omitted.

When the first solenoid valve S1 is turned on by the above configuration, the valve spool of the first pressure control valve 14 is moved to the right in the drawing to close the second port 52, and conversely, As the control pressure is supplied, the valve spool is moved to the left in the drawing to communicate the second port 52 and the third port 54 to supply hydraulic pressure to the first clutch C1 and the second fail-safe valve 34. do.

The second, third and fourth pressure control valves 16, 18 and 20 are configured in the same manner as the first pressure control valve 14, but the D range pressure supplied from the manual valve 22 Only the euro is different.

That is, the second, third and fourth pressure control valves 16, 18 and 20 are supplied with a reduced pressure of the reducing valve 12 to the first ports 70, 90 and 110, and the second port. D range pressure is supplied from the manual valve 22 via (72) (92) (112), and the second ports (72) (92) (112) through the third (74) (94) (114) ports. Selectively supply the hydraulic pressure supplied to the first direction switching valve 124, the second fail-safe valve 34, the third brake B3 and the third fail-safe valve 36, respectively. The 76, 96, and 116 are configured to be supplied with control pressures of the second, third, and fourth duty solenoid valves S2, S3, and S4.

In addition, the valve spool embedded in the valve body of the second, third and fourth pressure control valves 16, 18, and 20 is respectively supplied with hydraulic pressure supplied to the first ports 70, 90, and 110. A first land (78) (98) (118) having a small diameter; The second lands 80, 100, 120 for selectively opening and closing the second ports 72, 92, 112 at the same time the hydraulic pressure supplied to the first ports 78, 98, 118 is acted upon. )Wow; The second lands 80, 100, 120 and the second and third ports 72, 92, 112, 74, 94, 114 are selectively communicated with each other. And the third lands 82, 102, and 122 to which the control pressure supplied to the 76, 96, and 116 acts, and the third lands 82, 102, 122 and the valve. Between the bodies, the bullet members 84, 104, and 124 are arranged so that the valve spool is always maintained to the left in the drawing.

In the above, the second, third and fourth duty solenoid valves S2, S3 and S4 are three-way valves. When the hydraulic pressure supplied to the control pressure of the (16) (18) (20) is discharged, and vice versa, the discharge port is closed, and the discharge pressure is closed. As a valve having a flow path that can be supplied to), a detailed description of the configuration will be omitted since it is well known.

In addition, the first direction switching valve 24 may include a first port 130 supplied with a control pressure of the fifth solenoid valve S5; A second port 132 which receives hydraulic pressure from the second pressure control valve 16; A third port 134 for supplying hydraulic pressure supplied to the second port 132 to a second direction switching valve 26; And a fourth port 136 for selectively supplying the hydraulic pressure supplied to the second port 132 to the fourth clutch C4 and the third fail safe valve 36.

In addition, the valve spool embedded in the valve body has a hydraulic pressure supplied to the first port 130 and a first land 138 for selectively communicating the second port 132 with the third port 134. )Wow; And a second land 140 for selectively communicating the second port 132 to the fourth port 136 together with the first land 138, and the valve is connected to the second land 140. An elastic member 142 is disposed between the bodies so that the valve spool is always moved to the left in the drawing.

Accordingly, when the fifth solenoid valve S5 is controlled to the on state, the valve spool moves to the left in the drawing to connect the second port 132 with the third port 134, and when the valve is controlled to the off state, the valve The spool moves to the right in the drawing to connect the second port 132 with the fourth port 134.

The second direction switching valve 26 may include a first port 150 supplied with a control pressure of the sixth solenoid valve S6; A second port 152 which receives hydraulic pressure from the first direction switching valve 24; A third port 154 for supplying the hydraulic pressure supplied to the second port 152 to the first fail safe valve 32; And a fourth port 156 that receives hydraulic pressure from the line pressure line 40.

The valve spool embedded in the valve body may include a first land 158 for selectively turning on / off the second port 152 while the hydraulic pressure supplied to the first port 150 acts; And a second land 160 that selectively communicates the fourth port 156 with the third port 156 together with the first land 158, and the second land 160 and the valve. An elastic member 162 is disposed between the bodies so that the valve spool is always moved to the left in the drawing.

Accordingly, when the sixth solenoid valve S6 is controlled to the on state, the valve 6 moves to the left in the drawing of the valve spool to connect the second port 152 with the third port 154. The spool moves to the right in the drawing to connect the fourth port 156 to the third port 154.

And the switching valve 28 forming the hydraulic distribution means, as shown in Figure 3, the second range switch and the L range pressure is selectively supplied to the hydraulic pressure supplied from the second direction switching valve 26 while being supplied to the control pressure second clutch It is supplied to (C2) or the 1st fail safe valve 32. As shown in FIG.

To this end, the valve body includes a first port 170 supplied with a "D" range pressure; A second port 172 which receives hydraulic pressure from the second direction switching valve 26; A third port 174 which receives the L range pressure from the manual valve 22; A fourth port 176 for supplying the hydraulic pressure supplied to the second port 172 at a control pressure of the second clutch C2 and the first and second fail-safe valves 32 and 34; And a fifth port 178 that supplies hydraulic pressure supplied to the second port 172 to the first fail safe valve 32.

The valve spool embedded in the valve body includes: a first land 180 to which a control pressure of the first port 170 acts; A second land (182) for selectively opening and closing the second and fifth ports (172, 178); A third land 184 for selectively opening and closing the second and fourth ports 172 and 176; And fourth and fifth lands 186 and 188 acting on the control pressure supplied to the third port 174.

Accordingly, the hydraulic pressure supplied through the second pressure control valve 16 and the first direction switching valve 24 in the D ranges 4, 5, and 6 is supplied to the second clutch C2, and at the same time, the "L" range. The flow path is switched to be supplied to the first brake B1 at.

The N-R control valve 30 is controlled by the second solenoid valve S2 and supplies the hydraulic pressure supplied from the manual valve 22 to the first brake B1 in the reverse range.

To this end, the valve body includes a first port 200 in communication with the second solenoid valve S2; A second port 202 communicating with the reverse pressure pipeline 42; And a third port 204 for selectively supplying the hydraulic pressure supplied to the second port 202 to the first brake B1.

The valve spool embedded in the valve body may include a first land 206 through which hydraulic pressure flowing into the first port 200 acts; And a second land 208 that selectively opens and closes the second and third ports 202 and 204, and the second land 208 is interposed between the valve bodies to right the valve spool in the drawing. The elastic member 210 exerts an elastic force to be pushed by it.

The first fail-safe valve 32 selectively controls the hydraulic pressure supplied from the switch valve 28 while being controlled by a part of the hydraulic pressure supplied to the second clutch C2 and the second brake B2 and the D range pressure. The function of supplying to the first brake B1 is performed.

To this end, the valve body of the first fail-safe valve 32 includes a first port 220 that receives a part of the hydraulic pressure supplied to the second clutch C2 at a control pressure; A second port 222 which receives a part of the hydraulic pressure supplied to the second brake B2 at a control pressure; A third port 224 which receives hydraulic pressure from the switch valve 28; A fourth port 226 for supplying hydraulic pressure supplied to the third port 224 to the first brake B1; And a fifth port 228 that receives the D range pressure as a control pressure.

The valve spool embedded in the valve body includes: a first land 230 acting on a control pressure of the first port 220; A second land 232 selectively acting on the control pressure of the second port 222; A third land 234 for selectively opening and closing the third and fourth ports 224 and 226; A fourth land 236 for selectively communicating third and fourth ports 224 and 226 with the third land 234; And a fifth land 238 acting on a control pressure supplied to the fifth port 228.

The second fail-safe valve 34 is a part of the hydraulic pressure supplied to the third clutch C3 and the first and second clutches C1 and C2 and the third pressure control valve while being controlled by the D range pressure. 18) to supply the hydraulic pressure supplied from the second brake B2.

To this end, the valve body of the second fail-safe valve 34 includes: a first port 240 that receives a part of the hydraulic pressure supplied to the third clutch C3 at a control pressure; A second port 242 which receives a part of the hydraulic pressure supplied to the first clutch C1 at a control pressure; A third port 244 which receives a part of the hydraulic pressure supplied to the second clutch C2 at a control pressure; A fourth port 246 which receives hydraulic pressure from the third pressure control valve 34; A fifth port 248 supplying hydraulic pressure supplied to the fourth port 246 to a second brake B2; And a sixth port 250 that receives the D range pressure at a control pressure.

The valve spool embedded in the valve body includes: a first land 252 acting on a control pressure of the first port 240; A second land 254 acting on the control pressure of the second port 242; A third land 254 acting on the control pressure of the third port 244; A fourth land (256) for selectively communicating the fourth and fifth ports (246, 248); A fifth land 258 for selectively communicating fourth and fifth ports 246 and 248 together with the fourth land 256; And a fifth land 260 acting on a control pressure supplied to the sixth port 250.

The third fail-safe valve 36 controls the hydraulic pressure supplied from the second direction switching valve 24 to the fourth clutch C4 while being controlled by a part of the hydraulic pressure supplied to the third brake B3 and the D range pressure. It will perform the function of supplying.

To this end, the valve body of the third fail-safe valve 36 includes a first port 270 that receives a part of the hydraulic pressure supplied to the third brake B3 as a control pressure; A second port 272 which receives hydraulic pressure from the first direction switching valve 24; A third port 274 for supplying hydraulic pressure supplied to the second port 272 to a fourth clutch C4; And a fourth port 276 that receives the D range pressure as a control pressure.

The valve spool embedded in the valve body includes: a first land 278 acting on a control pressure of the first port 270; A second land (280) for selectively communicating the second and third ports (272, 274); And a third land 282 that selectively communicates the second and third ports 272 and 274 with the second land 280 and acts on the control pressure supplied to the fourth port 276. ; And a fourth land 284 acting on the control pressure supplied to the fourth port 276.

In FIG. 1, reference numeral S7 denotes a solenoid valve for duty controlling the regulator valve 6, and S8 refers to a solenoid valve for duty controlling the control pressure of the damper clutch control valve 10.

Looking at the hydraulic flow in each shift stage of the hydraulic control system made as described above, first, the hydraulic control system is to operate the friction element of the shift stage as shown in Table 1 while the flow path is changed by the operation of the solenoid valve applied thereto. The operation of these solenoid valves is performed as shown in Table 2.

Gearshift S1 S2 S3 S4 S5 S6 1st speed 100% 100% ON ON 2nd speed 100% 100% 0% OFF ON 3 speed 100% 0% 100% 100% OFF ON 4 speed 100% 100% 0% 100% ON OFF 5th 100% 100% 0% OFF ON 6 speed 0% 100% 100% OFF ON Reverse (R) 100% ON ON

That is, since the fifth and sixth solenoid valves S5 and S6 are controlled to be turned on at the first forward speed, the control member is not supplied to the first and second directional switching valves 24 and 26, so that the bullet member 142 ( By the elastic force of 162, the valve spool is maintained in a state moved to the left in the figure.

The second and third ports 52 and 54 of the first pressure control valve 14 communicate with each other by the duty control of the first solenoid valve S1 so that the N range pressure is supplied to the first clutch C1. It is supplied at the control pressure of the 2nd port 202 of the NR control valve 30, and the 2nd fail safe valve 34. As shown in FIG.

In addition, the hydraulic pressure of the D range pressure pipe 46 of the manual valve 22 is transferred to the second ports 72, 92, 112 of the second, third, and fourth pressure control valves 16, 18, and 20. In this case, the fourth duty solenoid valve S4 communicates with the second and third ports 112 and 114 of the fourth pressure control valve 20 while only the fourth duty solenoid valve S4 performs duty control, thereby providing the hydraulic pressure of the third brake B3. ) Is supplied to complete the first speed shift.

When the vehicle speed increases in the state of the first speed as described above, the transmission control unit controls the fourth solenoid valve S4 to 0% in the state of the first speed, and sets the second solenoid valve S2 to 100% duty. Will be controlled slowly.

Then, the hydraulic pressure supplied to the third brake B3 is discharged to the discharge port of the fourth pressure control valve 20 according to the fourth solenoid valve S4 duty 0% control while the first clutch C1 is maintained. At the same time, the D-range pressure waiting in the second port 72 of the second pressure control valve 16 under the duty control of the second solenoid valve S2 passes through the third port 74 in the first direction. The valve spool of the first direction switching valve 24 is moved to the right in the drawing by the off control of the fifth solenoid valve S5, and the second port 132 and the fourth port are supplied to the switching valve 24. By communicating with 136, the hydraulic pressure is supplied to the fourth clutch C4 through the third fail-safe valve 36, whereby a second shift is made.

Accordingly, in the second, the third brake operated in the first speed is released, and the fourth clutch C4 is newly operated to shift.

When the vehicle speed increases in the state of the second speed as described above, the transmission control unit controls the duty of the second solenoid valve S2 to 0% in the second speed state, and the third and fourth solenoid valves S3. Will control the duty of

Then, the valve spool of the second pressure control valve 16 is moved to the left in the drawing to communicate the third port 74 with the discharge port, thereby releasing the hydraulic pressure supplied to the fourth clutch C4, and the third solenoid By the duty control of the valve S3, the hydraulic pressure waiting for the second port 92 of the third pressure control valve 18 is supplied to the second brake B2 through the second fail-safe valve 34. The control pressure of the first fail-safe valve 32 is supplied.

At the same time, the hydraulic pressure, which is waiting for the second port 112 of the fourth pressure control valve 20, is supplied to the third brake B3 by the duty control of the fourth solenoid valve S4, and at the same time, the third fail-safe valve The hydraulic pressure remaining in the fourth clutch C4 due to the port change of the third fail safe valve 36 is completely discharged through the discharge port of the third fail safe valve 36. As a result, the third speed shift will be made.

That is, in the 2 → 3 speed shifting, in the state of the second speed in which the first and fourth clutches C1 and C4 were operating, the operation of the fourth clutch C4 is released, and the second and third brakes B2 ( As B3) is operated, the third speed shift is made.

When the vehicle speed increases in the state of the third speed as described above, the transmission control unit controls the second solenoid valve S2 at 100% duty and the third solenoid valve S3 at 0% duty in the third speed state. At the same time as the control, the fifth solenoid valve S5 is controlled on, and the sixth solenoid valve S6 is controlled off.

Then, the hydraulic pressure supplied to the second brake B2 is discharged through the discharge port of the third pressure control valve 18 by the 0% duty control of the third solenoid valve S3, and the second solenoid valve S2. The control pressure is supplied to the second direction switching valve 26 through the first direction switching valve 24 through which the port is changed by the fifth solenoid valve (S5) on control, the hydraulic pressure supplied thereto is the sixth solenoid valve The fourth speed shift is performed while being supplied to the second clutch C2 through the switch valve 28 via the second and third ports 152 and 154 communicated by the off control of S6.

That is, in the 3 → 4 speed shift, in the third speed state in which the first clutch C1 and the second and third brakes B2 and B3 are operating, the operation of the second brake B2 is released, and the second As the clutch C2 operates, the fourth speed shift is performed.

When the vehicle speed is increased in the state of the fourth speed as described above, the transmission control unit controls the fourth solenoid valve S4 to 0% duty and the fifth solenoid valve S5 is controlled off in the state of the fourth speed. The sixth solenoid valve S6 is turned on.

Then, the hydraulic pressure supplied to the third brake B3 is discharged through the discharge port of the fourth pressure control valve 20 by the 0% duty control of the fourth solenoid valve S4, and the second solenoid valve S2. The control pressure of is supplied to the fourth clutch C4 through the first direction switching valve 24 and the third fail safe valve 36 through which the port change is performed by the fifth solenoid valve S5 off control.

In addition, the fifth speed shift is performed while the hydraulic pressure supplied to the second clutch C2 is converted to line pressure by the port change of the second direction switching valve 26 by the on control of the sixth solenoid valve S6. .

That is, in the 4? 5 speed shift, in the fourth speed state in which the first and second clutch C1 and the third brake B3 are operating, the operation of the third brake B3 is released, and the fourth clutch C4 is performed. ), The fifth speed shift is achieved.

When the vehicle speed increases in the state of the fifth speed as described above, the transmission control unit controls the first solenoid valve S1 to 0% duty while the third solenoid valve S3 is 100% duty in the fifth speed state. The control is performed, and the first and second solenoid valves S5 and S6 maintain the state at the fifth speed.

Then, the hydraulic pressure supplied to the first clutch C1 is discharged through the discharge port of the first pressure control valve 14 by the 0% duty control of the first solenoid valve S1, and the third solenoid valve S3. By the duty control of the third pressure control valve 18, the hydraulic pressure that is waiting in the second port 92 to the second brake (B2) through the third port 94 and the second fail-safe valve 34 The sixth speed is shifted while being supplied.

That is, the 5 → 6 speed shift is performed in the fifth speed state in which the first, second, and third clutches C1, C2, and C3 are operating, the operation of the first clutch C1 is released, and the second brake B2 is performed. ), The vertical shifting will be the sixth speed shift.

When the driver switches the select lever to reverse for the reverse shift, the transmission control unit performs 100% duty of the second solenoid valve S2, and the hydraulic pressure supplied to the manual valve 22 is reverse pressure pipeline Supplied to 42.

Then, the hydraulic pressure of the reverse pressure pipeline 42 is supplied to the NR control valve 30 at the same time as the third clutch C3, and at this time, the reducing valve 12 by the 100% duty of the second solenoid valve S2. The reduced pressure supplied from the NR control valve 30 is supplied to the control pressure of the NR control valve 30 so that the valve spool moves to the left in the drawing to perform the port change, so that the reverse pressure is supplied while the reverse pressure is supplied to the first brake B1. Will be.

That is, in the reverse range, the reverse shift is performed while the third clutch C3 and the first brake B1 are operated.

As described above, according to the hydraulic control system of the present invention, by replacing one of the solenoid valve for the duty applied to the conventional hydraulic control means with two on / off solenoid valve, while reducing the cost, the same shift It is an invention that can exhibit performance.

Claims (14)

In the hydraulic control system of the automatic transmission, which has seven friction elements consisting of the first, second, third and fourth clutches, and the first, second and third brakes, and implements a shift stage of six forward and six reverse speeds, A manual valve which is linked to the select lever and converts a flow path; 1, 2, 3, which controls the D range pressure supplied from the manual valve while being controlled by the control pressure of the first, second, third, and fourth solenoid valves whose pressure is supplied from the reducing valve, which is a pressure reducing means, as the control pressure. 4 pressure control valve; A first directional switching valve controlled by a fifth solenoid valve having a line pressure as a control pressure and selectively supplying hydraulic pressure supplied from the second pressure control valve to two ports on the downstream side; A second direction switching valve which is controlled by a sixth solenoid valve having a line pressure as a control pressure and selectively connects the two hydraulic pressures supplied from the first direction switching valve and the line pressure pipe with one port downstream; ; A switch valve for selectively supplying the hydraulic pressure supplied from the second directional control valve to the control pressures of the second clutch and the first and second fail-safe valves while being controlled by two control pressures supplied from the manual valve to both ends; An N-R control valve controlled by the second solenoid valve and supplying hydraulic pressure supplied from a manual valve in a reverse range to a first brake operated at first speed and reverse shift stages; A first fail-safe valve controlled by a part of the hydraulic pressure supplied to the second clutch and the second brake and a part of the hydraulic pressure supplied from the manual valve and supplying the hydraulic pressure supplied from the switch valve to the first brake; A second fail-safe valve controlled by a part of the hydraulic pressure supplied to the first, second, and third clutches and the hydraulic pressure supplied from the manual valve to supply the hydraulic pressure supplied from the third pressure control valve to the second brake; A third fail-safe valve controlled by a part of the hydraulic pressure supplied to the third brake and the hydraulic pressure supplied from the manual valve and supplying the hydraulic pressure supplied from the first direction switching valve to the fourth clutch; Hydraulic control system of a six-speed automatic transmission for a vehicle comprising a. The hydraulic control system of claim 1, wherein the first, second, third, and fourth solenoid valves are duty solenoid valves, and the fifth and sixth solenoid valves are solenoid valves for on / off. The second pressure control valve of claim 1, wherein the first direction switching valve supplies a pressure of the second pressure control valve to the second direction switching valve during the on control of the fifth solenoid valve, and a second pressure control valve for the off control of the fifth solenoid valve. Hydraulic control system of a six-speed automatic transmission for a vehicle, characterized in that configured to supply the pressure of the third fail-safe valve. 4. The valve according to claim 1 or 3, wherein the first direction switching valve comprises: a first port supplied with a control pressure of the fifth solenoid valve; A second port for receiving hydraulic pressure from the second pressure control valve; A third port for supplying hydraulic pressure supplied to the second port to a second direction switching valve; A valve body having a fourth port for selectively supplying the hydraulic pressure supplied to the second port to a fourth clutch and a third fail safe valve; A first land for communicating with the third port and selectively communicating the second port with the hydraulic pressure supplied to the first port; And a second land for selectively communicating with the second port to the fourth port together with the first land, and a valve spool including an elastic member disposed between the second land and the valve body. A hydraulic control system for a six-speed automatic transmission for a vehicle. The second direction switching valve of claim 1, wherein the second direction switching valve supplies the hydraulic pressure of the second pressure control valve to the switch valve when the sixth solenoid valve is on-controlled, and the pressure of the second direction switching valve is controlled when the sixth solenoid valve is turned off. Hydraulic control system of a six-speed automatic transmission for a vehicle, characterized in that configured to be supplied to the switch valve. 6. The valve according to claim 1 or 5, wherein the second direction switching valve comprises: a first port supplied with a control pressure of the sixth solenoid valve; A second port receiving hydraulic pressure from the first direction switching valve; A third port for supplying hydraulic pressure supplied to the second port to a first fail safe valve; A valve body including a fourth port for receiving hydraulic pressure from the line pressure line; A first land for selectively opening and closing a second port while acting on the hydraulic pressure supplied to the first port; And a second land that selectively communicates the fourth port with a third port together with the first land, and includes a valve spool in which a carbon member is disposed between the second land and the valve body. A hydraulic control system for a six-speed automatic transmission for a vehicle. The hydraulic control system of a six-speed automatic transmission for a vehicle according to claim 1, wherein the switch valve is controlled by the D range pressure at one end and the L range pressure at the other end. 8. The switch valve of claim 1 or 7, wherein the switch valve comprises: a first port supplied with a "D" range pressure; A second port for receiving hydraulic pressure from the second direction switching valve; A third port receiving L range pressure from a manual valve; A fourth port for supplying hydraulic pressure supplied to the second port to a second clutch and a control pressure of the first and second fail-safe valves; A valve body having a fifth port for supplying hydraulic pressure supplied to the second port to a first fail safe valve; A first land to which the control pressure of the first port acts; A second land for selectively opening and closing the second and fifth ports; A third land for selectively opening and closing the second and fourth ports; And a valve spool for holding the fourth and fifth lands acting by the control pressure supplied to the third port. 2. The N-R control valve of claim 1, further comprising: a first port in communication with the second solenoid valve; A second port communicating with the reverse pressure pipeline; A valve body having a third port for selectively supplying the hydraulic pressure supplied to the second port to the first brake; A first land on which hydraulic pressure flowing into the first port acts; And a second land for selectively opening and closing the second and third ports, wherein the second land includes a valve spool in which an elastic member is disposed between the valve bodies. Hydraulic control system. The first fail-safe valve of claim 1, wherein two control pressure input ports are formed to receive two control pressures sequentially from one side end, and one control pressure input port of the other end is formed, and the central fail operation valve is operated. A hydraulic control system for a six-speed automatic transmission for a vehicle, characterized in that a port for inputting and outputting pressure is formed. 11. The method of claim 1 or 10, wherein the first fail-safe valve comprises: a first port for receiving a part of hydraulic pressure supplied to the second clutch at a control pressure; A second port for receiving a part of the hydraulic pressure supplied to the second brake at a control pressure; A third port receiving hydraulic pressure from the switch valve; A fourth port for supplying hydraulic pressure supplied to the third port to a first brake; A valve body having a fifth port supplied with the D range pressure at a control pressure; A first land acting on the control pressure of the first port; A second land selectively acting on the control pressure of the second port; A third land for selectively opening and closing the third and fourth ports; A fourth land for selectively communicating third and fourth ports with the third land; And a valve spool for holding a fifth land acting on the control pressure supplied to the fifth port. The second fail-safe valve of claim 1, wherein three control pressure input ports are formed to receive three control pressures sequentially from one side end, and one control pressure input port of the other end is formed, and the central fail operation is performed. A hydraulic control system for a six-speed automatic transmission for a vehicle, characterized in that a port for inputting and outputting pressure is formed. The method of claim 1, wherein the second fail-safe valve comprises: a first port for receiving a part of hydraulic pressure supplied to the third clutch at a control pressure; A second port configured to receive a part of the hydraulic pressure supplied to the first clutch at a control pressure; A third port configured to receive a part of the hydraulic pressure supplied to the second clutch at a control pressure; A fourth port for receiving hydraulic pressure from the third pressure control valve; A fifth port for supplying hydraulic pressure supplied to the fourth port to a second brake; A valve body having a sixth port supplied with the D range pressure at a control pressure; A first land acting on the control pressure of the first port; A second land acting on the control pressure of the second port; A third land acting on the control pressure of the third port; A fourth land for selectively communicating the fourth and fifth ports; A fifth land for selectively communicating fourth and fifth ports with the fourth land; And a valve spool holding a sixth land acting on the control pressure supplied to the sixth port. The method of claim 1, wherein the third fail safe valve comprises: a first port configured to receive a part of hydraulic pressure supplied to the third brake at a control pressure; A second port receiving hydraulic pressure from the first directional control valve; A third port for supplying hydraulic pressure supplied to the second port to a fourth clutch; A valve body having a fourth port for receiving the D range pressure at a control pressure; A first land acting on the control pressure of the first port; A second land for selectively communicating the second and third ports; A third land selectively communicating second and third ports with the second land and acting on a control pressure supplied to the fourth port; And a valve spool having a fourth land acting on the control pressure supplied to the fourth port.