KR20100011844A - Hydraulic control system of automatic transmission for vehicles - Google Patents

Abstract

PURPOSE: A hydraulic control system of automatic transmission for vehicles is provided to relieve static shock, to improve reliability by stabilizing a function of fail safe, and to improve a driving stability. CONSTITUTION: A hydraulic control system of automatic transmission for vehicles comprises: the first brake control unit(A) controlling forward 1,2,3,4 speeds and the first brake(B1) operating in L range; the first clutch and the second brake control unit(B) which controls the first clutch(C1) operating in forward 4,5,6 speeds and the second brake(B2) operating in N, P, L, R range; the second clutch control unit(C) which controls the second clutch(C2) operating in forward 3, 5 speeds and R range; and the third brake control unit(D) which controls the third brake(B3) operating in forward 2,6 speeds.

Description

HYDRAULIC CONTROL SYSTEM OF AUTOMATIC TRANSMISSION FOR VEHICLES}

The present invention relates to a hydraulic control device for an automatic transmission for a vehicle, and more particularly, to simplify the control during shifts of N → R and R → N to improve controllability and to improve static impact. It relates to a hydraulic control device of the transmission.

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 to actuate it.

The automatic transmission selects the friction member of the power train according to the driving conditions, and the power train composed of a complex planetary gear set and a plurality of friction members to obtain a required shift stage by combining at least two simple planetary gear sets. It is made to include a hydraulic control device to be operated as.

In addition, the above power train and hydraulic control devices have been developed and applied in different types according to each automobile manufacturer. Currently, the four-speed automatic transmission is the mainstream, and the fuel efficiency and engine driving power are effectively used. Up to six speed automatic transmissions have been realized to improve power performance.

Considering this point, an example of a conventional hydraulic control system diagram of a six-speed automatic transmission is as shown in FIG. 1.

The first brake B1 operating in the forward 1,2,3,4 speed and L range is supplied with the D range pressure as the working pressure, which is controlled by the first proportional control solenoid valve VFS1-1. It is controlled by the first pressure control valve (PCV1-1) and the first pressure switch valve (PSW1-1) to be controlled and has a configuration that is supplied to the operating pressure of the first brake (B1).

The first clutch C1 operating at the forward speeds 4, 5 and 6 receives the D range pressure as the operating pressure, and the D range pressure is the second pressure controlled by the second proportional control solenoid valve VFS2-1. Controlled by the control valve PCV2-1 and the second pressure switch valve PSW2-1 to operate the first brake B1 through the first switch valve SW1-1 and the fail-safe valve FSV1-1. It has the structure supplied by pressure.

The fail safe valve FSV1-1 is controlled by the Raan pressure, the first brake B1 operating pressure, the second clutch C2 operating pressure, and the third brake B3 operating pressure.

The second brake B2 operating in the L range and the R range receives the D range pressure as the operating pressure, and the D range pressure is the second proportional control solenoid valve VFS2-1 like the first clutch C1. Controlled by the second pressure control valve PCV2-1 and the second pressure switch valve PSW2-1 to control the first switch valve SW1-1 and the second switch valve SW2-1. It has a configuration that is supplied to the operating pressure of the second brake (B2) through.

The first switch valve SW1-1 for switching the operating pressure flow paths of the first clutch C1 and the second brake B2 may include the first on / off solenoid valve SS-A and the first clutch ( C1) The fail-safe valve FSV1-1 or the second switch selectively controls the D range pressure supplied from the second pressure control valve PCV2-1 and the second pressure switch valve SW2-1 while being controlled by the operating pressure. Supply to the valve SW2-1.

The second clutch C2 operating in the forward 3, 5 speed and the R range is supplied with the line pressure as the operating pressure, which is the fourth pressure switch controlled by the fourth proportional control solenoid valve VFS4-1. Controlled by the valve PSW4-1 and supplied to the third pressure control valve PCV3-1 through the third switch valve SW3-1, the third proportional control solenoid valve VFS3-1 is controlled. It is controlled by 3 pressure control valve PCV3-1 and 3rd pressure switch valve PSW3-1, and has the structure supplied with the operating pressure of 2nd clutch C2.

The third switch valve SW3-1 is controlled by the control pressure and the R range pressure of the second on / off solenoid valve SS-B. In the forward shift stage, the third pressure control valve PCV3 is used. -1) to be supplied to the second clutch C2, and in the R range, the R range pressure is supplied to the second switch valve SW2-1 to be supplied to the second brake B2.

The third brake B3, which operates at the forward 2nd and 6th speeds, receives the D range pressure as the operating pressure, and the D range pressure is controlled by the third proportional control solenoid valve VFS3-1. When controlled by the PSW3-1 and supplied to the fourth pressure control valve PCV4-1, the fourth pressure control valve PCV4-1 and the fourth controlled by the fourth proportional control solenoid valve VFS4-1 It is controlled by the pressure switch valve PSW4-1, and has the structure supplied by the operating pressure of 3rd brake B3.

By the above configuration, the first brake B1 and the one-way clutch (not shown) operate at the first forward speed, the first and third brakes B1 and B3 operate at the second forward speed, and the first brake at the third forward speed. B1 and the second clutch C2 operate, and the first brake B1 and the first clutch C1 operate at the fourth forward speed, and the first and second clutches C1 and C2 operate at the fifth forward speed. The first clutch C1 and the second brake B2 operate at the sixth forward speed, the first and second brakes B1 and B2 operate at the L range, and the second clutch at the reverse gear shifting speed. The shift is made while the operation C2 and the second brake B2 are controlled.

However, in the conventional hydraulic control device as described above, when the N → R static shift is performed in the state where there is no friction element in the N laser, the operating pressure is simultaneously applied to the second brake and the second clutch operating in the reverse shift stage. Of course, since the second brake has a configuration in which only the flow path and the orifice are connected without the control element, the controllability is disadvantageous, and the second brake has a problem that a shift shock is generated by the drag DRAG of each friction member.

Therefore, the present invention has been invented to solve the conventional problems as described above, the object of the present invention is to simplify the control when shifting N → R and R → N to improve the controllability, and improve the static (STATIC) impact It is to provide a hydraulic control device of an automatic transmission for a vehicle.

In addition, it is to provide a hydraulic control device for an automatic transmission for a vehicle that can improve the reliability of the automatic transmission by making the fail safe function more stable.

In order to achieve the above object, the present invention provides a first brake control unit (A) for controlling the D range pressure at the forward 1,2,3,4 speed and L range to supply the operating pressure to the first clutch (C1); ; First clutch and second brake for controlling and supplying the line pressure to the first clutch C1 operating at the forward 4, 5, 6 speeds, and the second brake B2 operating in the N, P, L, and R ranges. A controller B; A second clutch control unit C2 for controlling the line pressure at the forward 3, 5 speed and the R range to supply the operating pressure of the second clutch C2; In the hydraulic control device for an automatic transmission for a vehicle comprising a third brake control unit (D) by controlling the D range pressure operating at the forward 2, 6 speed,

The first clutch and the second brake control unit B control the line pressure by the second proportional control solenoid valve VFS2-2 and the second pressure control valve PCV2-2 and the second pressure switch valve PSW2-. When the control is performed by 2) and supplied to the first switch valve SW1-2, the first switch valve SW1-2 is selectively supplied to the first clutch C1 through the first fail safe valve FSV1-2. To supply the working pressure or to supply the working pressure to the second brake (B2) through the second switch valve (SW2-2),

The hydraulic pressure of the first on / off solenoid valve SS-A is supplied at a control pressure to one side of the second switch valve SW2-2, and the operating pressure of the third brake B3 is supplied at a control pressure to the other side of the second switch valve SW2-2. The fail safe valve FSV1-2 is supplied with a D range pressure as a control pressure to one side, and a first brake B1 operating pressure, a second clutch C2 operating pressure, and a third brake B3 to the other side. Provided is a hydraulic control device for an automatic transmission for a vehicle, characterized in that the operating pressure is supplied at a control pressure.

According to the hydraulic control device of the present invention as described above, when the first on / off solenoid valve (SS-A) is turned on in the N, P range, the control pressure thereof controls the second switch valve (SW2-2). The line pressure supplied from the first switch valve SW1-2 is supplied to the operating pressure of the second brake B2, so that the second brake B2 is operated in the N and P ranges.

When the static shift is made from the N range to the R or D range, only one friction member may be operated to control the shift shock.

In addition, even if a failure of the first on / off solenoid valve SS-A occurs in the R range, the R range pressure is supplied to the second brake B2 to maintain the reverse shift stage.

In addition, even if a failure occurs in the automatic transmission under a 2 → 1 shift down condition, the operating pressure is not supplied to the second brake B2 so as to maintain the shift state at the second forward speed, thereby improving driving stability.

Then, the control pressure of the fail-safe valve FSV1-2 is changed from the conventional line pressure to the D range pressure so that only the operating pressure of the second clutch C2 is controlled by the fail-safe valve FSV1-2 in the R range state. When the hydraulic pressure is supplied due to the failure of the second pressure control valve PCV2-2 including the second proportional control solenoid valve VFS2-2 and supplied with pressure, it is possible to block the supply to the first clutch C1. The reverse gear can be maintained.

As described above, the present invention simplifies the control at the time of N → R and R → N shift, improves controllability, improves static shock, and makes the fail safe function more stable, thereby increasing the reliability of the automatic transmission. It can be improved.

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

FIG. 2 is a hydraulic system diagram of the hydraulic control apparatus according to the present invention, and it is assumed that the same reference numerals are given to the same friction members C1, C2, B1, B2, and B3 as in FIG.

1, a line pressure control unit for controlling the hydraulic pressure supplied from the oil pump to a constant pressure, an oscillation control unit for controlling torque increase of the torque converter and coupling and releasing of the damper clutch, and a line pressure supplied from the line pressure control unit. A first pressure reducing control unit for reducing the pressure by a first reducing valve and supplying the control pressure of the first, second, third and fourth proportional control solenoid valves, and reducing the line pressure supplied from the line pressure control unit with the first reducing valve A pressure reducing valve applied to the first, second, third, and fourth proportional control solenoid valves, and a second depressurizing control unit supplying the first and second on / off solenoid valves at a control pressure; The well-known structure like a manual shift control part is not shown in figure.

In addition, although the manual valve of the manual transmission part which performs a range conversion at the driver's intention is abbreviate | omitted, D range pressure and R range pressure in description are supplied through a manual valve as known, and a line pressure is provided in a regulator valve not shown. It means the pressure that is controlled and supplied to the manual valve.

The present invention includes a first brake control unit (A) for controlling the first brake (B1) operating in the forward 1,2,3,4 speed and L range;

A first clutch and a second brake control unit B for controlling the first clutch C1 operating at the forward speeds 4, 5 and 6 and the second brake B2 operating in the N, P, L and R ranges;

A second clutch control unit (C) for controlling the second clutch (C2) operating in the forward 3, 5 speed and R ranges;

And a third brake control unit D for controlling the third brake B3 operating at the forward two and sixth speeds.

In more detail, the first brake controller A may control the D range pressure by the first proportional control solenoid valve VFS1-2 and the first pressure control valve PCV1-2 and the first pressure switch valve ( PSW1-2) was configured to be directly supplied to the operating pressure of the first brake (B1).

In addition, the first clutch and the second brake controller B may control the line pressure by the second proportional control solenoid valve VFS2-2 and the second pressure control valve PCV2-2 and the second pressure switch valve PSW2-. Control by 2) and supply to 1st switch valve SW1-2.

Then, in the first switch valve SW1-2, the first fail-safe valve FSV1-2 is controlled by the control pressure of the first on / off solenoid valve SS-A and the operating pressure of the first clutch C1. The operating pressure is supplied to the first clutch C1 or the operating pressure is supplied to the second brake B2 through the second switch valve SW2-2.

The fail safe valve FSV1-2 is controlled by the D range pressure, the first brake B1 operating pressure, the second clutch C2 operating pressure, and the third brake B3 operating pressure.

The second switch valve SW2-2 is controlled by the control pressure of the first on / off solenoid valve SS-A and the operating pressure of the third brake B3.

The second clutch control unit C controls the line pressure by the fourth pressure switch valve PSW4-2 controlled by the fourth proportional control solenoid valve VFS4-2 to control the third switch valve SW3-2. The third pressure control valve PCV3-2 and the third pressure switch valve PSW3- which are supplied to the third pressure control valve PCV3-2 and controlled by the third proportional control solenoid valve VFS3-2. The control is again performed by 2) to supply the working pressure of the second clutch C2.

The third switch valve SW3-2 is controlled by the control pressure and the R range pressure of the second on / off solenoid valve SS-B, and the line pressure is controlled by the third pressure control valve PCV3 at the forward shift stage. -2) is supplied to the second clutch C2, and in the R range, the R range pressure is supplied to the second brake B2 through the second switch valve SW2-2.

The third brake control unit D controls the D range pressure by the third pressure switch valve PSW3-2 controlled by the third proportional control solenoid valve VFS3-2 to control the fourth pressure control valve PCV4-. 2) the third brake is controlled by the fourth pressure control valve PCV4-2 and the fourth pressure switch valve PSW4-2 which are controlled by the fourth proportional control solenoid valve VFS4-2. It has a structure to supply at the operating pressure of (B3).

Each solenoid valve applied to the hydraulic control device as described above is controlled as shown in FIG. 3, and the friction member is operated as shown in FIG. 4 according to the control thereof.

That is, in the N and P ranges, the second brake B2 is operated while the first on / off solenoid valve SS-A and the second proportional control solenoid valve VFS2-2 are controlled.

In the forward 1 speed, the first proportional control solenoid valve VFS1-2 is controlled to operate the first brake B1 and the one-way clutch not shown.

At the second forward speed, the first and fourth proportional control solenoid valves VFS1-2 and VFS4-2 are controlled to operate the first and third brakes B1 and B3.

At the third forward speed, the second on / off solenoid valve SS-B and the first and third proportional control solenoid valves VFS1-2 and VFS3-2 are controlled to control the first brake B1 and the second clutch C2. Works,

At the fourth forward speed, the first brake B1 and the first clutch C1 operate while the first and second proportional control solenoid valves VFS1-2 and VFS2-2 are controlled.

At 5 forward speeds, the first and second clutches C1 and C2 operate while the second on / off solenoid valve SS-B and the second and third proportional control solenoid valves VFS2-2 and VFS3-2 are controlled. ,

At the sixth forward speed, the first clutch C1 and the second brake B2 operate while the second and fourth proportional control solenoid valves VFS2-2 and VFS4-2 are controlled.

In the L range, the first and second brakes B1 and B2 are operated while the first on / off solenoid valve SS-A and the first and second proportional control solenoid valves VFS1-2 and VFS2-2 are controlled. ,

In the reverse shift stage, the first and second on / off solenoid valves SS-A and SS-B and the second and third proportional control solenoid valves VFS2-2 and VFS3-2 are controlled, and the second The shift is made while the clutch C2 and the second brake B2 are operated and controlled.

In the operation process, the first, second and third proportional control solenoid valves VFS1-2, VFS2-2, and VFS3-2 are N / H types which maintain a normal high, and a fourth proportional control solenoid valve (VFS4-2) is an N / L type that holds low at normal.

As described above, the second brake B2 is operated in the N and P ranges during the shifting process so that only one friction member is controlled during the N → R, R → N static shift, thereby minimizing shift shock. It would be.

To this end, in configuring the valve body of the second switch valve SW2-2, as shown in FIG. 5, the first port 2 receiving the control pressure of the first on / off solenoid valve SS-A and , The second port 4 receiving the operating pressure of the second brake B2 from the first switch valve SW1-2, and the hydraulic pressure supplied to the second port 4 to the second brake B2. The fifth port 10 that receives the operating pressure of the third port 6 to be supplied, the fourth port 8 communicating with the third switch valve SW3-2, and the third brake B3 at a control pressure. )

The valve spool embedded in the valve body includes a first port 12 acting on a control pressure of the first port 2 and a third port 6 together with the first land 12. (4) or the second land (14) selectively communicating with the fourth port (8) and acting on the control pressure supplied to the fifth port (10), the second land ( 12) and an elastic member 16 interposed between the valve body.

Accordingly, the valve spool moves to the left in the drawing to close the fourth port 8 due to the elastic force of the elastic member 16, and the control pressure is decreased from the first on / off solenoid valve SS-A. When supplied, the valve spool moves to the right in the figure to communicate the second port 2 and the third port 6.

And the valve body constituting the fail-safe valve (FSV1-2) is, as shown in Figure 5, the first port 20 to receive the D range pressure at a control pressure and the first from the first switch valve (SW1-2) A second port 22 to receive the operating pressure of the clutch C1, a third port 24 to supply the hydraulic pressure supplied to the second port 22 to the first clutch C1, and the third A fourth port 26 for discharging the hydraulic pressure supplied to the port 24, a fifth port 28 for receiving the operating pressure of the second clutch C2 or the third brake B3 as a control pressure, and The sixth port 30 receives the operating pressure of the first brake B1 as the control pressure.

The valve spool embedded in the valve body includes a first port 32 acting on the control pressure of the first port 20 and a third port 24 together with the first land 32. The second land 34 which selectively communicates with the 22 or the fourth port 26 and acts on the control pressure supplied to the fifth port 28 and is supplied to the sixth port 30. It comprises a third land 36 acting on the control pressure to be made, and comprises an elastic member 38 interposed between the third land 36 and the valve body.

Accordingly, when the control pressure is normally supplied to the fifth and sixth ports 28 and 30, the valve spool moves to the left in the drawing due to the elastic force of the elastic member 38 to close the fourth port 8. When the D range pressure is supplied to the first port 20, the valve spool moves to the right in the drawing to communicate the second port 2 and the third port 6.

The control pressure of the fail-safe valve FSV1-2 is changed from the conventional line pressure to the D range pressure only when the operating pressure of the second clutch C2 is applied to the fail-safe valve FSV1-2 in the R range state. This is to allow the hydraulic pressure to be shut off even when the hydraulic pressure is supplied due to the failure of the second pressure control valve PCV2-2 including the second proportional control solenoid valve VFS2-2 supplied with the control pressure.

That is, since the line pressure is always generated in the engine starting state, and the D range pressure is not generated in the R range, the line pressure is supplied to the control pressure of the fail-safe valve FSV1-2 in any case. It will prevent you from doing so.

By the above configuration, when the first on / off solenoid valve SS-A is turned on in the N and P ranges as shown in FIG. 5, the control pressure thereof controls the second switch valve SW2-2 so as to control the first switch valve. The line pressure supplied from SW1-2 is supplied to the operating pressure of the second brake B2.

In case of failure of the first on / off solenoid valve SS-A in the R range, as shown in FIG. 6, even if the control pressure of the first on / off solenoid valve SS-A is not supplied, the second switch valve SW2 is not supplied. -2) the valve spool is moved to the left side by the elastic force of the elastic member 16, and the R range pressure supplied from the third switch valve SW3-2 is supplied to the second brake B2, thereby It can be maintained.

In addition, when the fourth pressure control valve PCV4-2 fails in the 2 → 1 shift down condition, as shown in FIG. 7, the operating pressure of the third brake B3 controls the second switch valve SW2-2. When the pressure is supplied, the hydraulic pressure supplied from the first switch valve SW1-2 is interrupted, so that the second brake B2 is not operated, thereby maintaining the second speed.

Although a preferred embodiment of the hydraulic control apparatus of the present invention has been described above, the present invention is not limited to the above embodiment, and those skilled in the art to which the present invention pertains from the embodiment of the present invention easily. Invention includes all modifications to the extent deemed equivalent.

1 is a hydraulic system diagram of a conventional hydraulic control device.

2 is a hydraulic system diagram of a hydraulic control apparatus according to the present invention.

Figure 3 is an operation of each shift stage of the solenoid valve applied to the present invention.

Figure 4 is an operation of each shift stage of the friction member acting on the present invention.

5 is a hydraulic configuration diagram in the N, P range.

6 is a hydraulic configuration diagram when the first on / off solenoid valve is broken in the R range.

7 is a hydraulic diagram illustrating a control state of a fail safe valve in a 2-1 manual shift state.

Claims (6)

A first brake control unit (A) for controlling the D range pressure at the forward 1,2,3,4 speed and the L range to supply the operating pressure to the first clutch (C1); First clutch and second brake for controlling and supplying the line pressure to the first clutch C1 operating at the forward 4, 5, 6 speeds, and the second brake B2 operating in the N, P, L, and R ranges. A controller B; A second clutch control unit C2 for controlling the line pressure at the forward 3, 5 speed and the R range to supply the operating pressure of the second clutch C2; In the hydraulic control device for an automatic transmission for a vehicle comprising a third brake control unit (D) by controlling the D range pressure operating at the forward 2, 6 speed, The first clutch and the second brake control unit B control the line pressure by the second proportional control solenoid valve VFS2-2 and the second pressure control valve PCV2-2 and the second pressure switch valve PSW2-. When the control is performed by 2) and supplied to the first switch valve SW1-2, the first switch valve SW1-2 is selectively supplied to the first clutch C1 through the first fail safe valve FSV1-2. To supply the working pressure or to supply the working pressure to the second brake (B2) through the second switch valve (SW2-2), The hydraulic pressure of the first on / off solenoid valve SS-A is supplied at a control pressure to one side of the second switch valve SW2-2, and the operating pressure of the third brake B3 is supplied at a control pressure to the other side of the second switch valve SW2-2. The fail safe valve FSV1-2 is supplied with a D range pressure as a control pressure to one side, and a first brake B1 operating pressure, a second clutch C2 operating pressure, and a third brake B3 to the other side. Hydraulic control device for an automatic transmission for a vehicle, characterized in that the operating pressure is supplied to the control pressure. The method of claim 1, wherein the second switch valve (SW2-2) is controlled from the first switch valve (SW1-2) while being controlled by the control pressure of the first on / off solenoid valve (SS-A) in the N, P range Hydraulic control device for an automatic transmission for a vehicle, characterized in that configured to supply the line pressure supplied to the second brake (B2). The second switch valve SW2-2 is supplied from the second clutch control unit C even if the control pressure is not supplied due to a failure of the first on / off solenoid valve SS-A in the R range. Hydraulic control device for an automatic transmission for a vehicle, characterized in that configured to supply the R range pressure to the second brake. 2. The second switch valve SW2-2 is supplied from the first switch valve SW1-2 while the operating pressure of the third brake B3 is supplied to the control pressure under a 2 → 1 shift down condition. Hydraulic control device for an automatic transmission for a vehicle, characterized in that configured to block the supply of the hydraulic pressure to the second brake (B2). The method of claim 1, wherein the second switch valve (SW2-2) is a first port (2) receiving the control pressure of the first on / off solenoid valve (SS-A) and the first switch valve (SW1-2) A second port (4) supplied with the operating pressure of the second brake (B2), a third port (6) for supplying the hydraulic pressure supplied to the second port (4) to the second brake (B2) and A valve body having a fourth port 8 communicating with the third switch valve SW3-2 and a fifth port 10 supplied with the operating pressure of the third brake B3 at a control pressure; The first land 12 acting on the control pressure of the first port 2 and the third port 6 together with the first land 12 are connected to the second port 4 or the fourth port 8. And a second land 14 that selectively communicates with and acts on a control pressure supplied to the fifth port 10, wherein the elastic member is disposed between the second land 12 and the valve body. 16) is a hydraulic control device of an automatic transmission for a vehicle, characterized in that comprises a valve spool disposed. The fail-safe valve FSV1-2 is configured to operate the first clutch C1 from the first port 20 and the first switch valve SW1-2 that receive the D range pressure as a control pressure. Supply to the second port 22 to receive the pressure, the third port 24 for supplying the hydraulic pressure supplied to the second port 22 to the first clutch (C1), and the third port (24) Of the fourth port 26 for discharging the hydraulic pressure, the fifth port 28 for receiving the operating pressure of the second clutch C2 or the third brake B3 as the control pressure, and the first brake B1. A valve body having a sixth port 30 supplied with a working pressure at a control pressure; The first land 32 acting on the control pressure of the first port 20 and the third port 24 together with the first land 32 are connected to the second port 22 or the fourth port 26. And a second land 34 acting on the control pressure supplied to the fifth port 28 and a third land acting on the control pressure supplied to the sixth port 30. 36) and a valve spool having an elastic member (38) disposed between the third land (36) and the valve body.

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