KR970000857B1 - Sift control valve for a motor car transmission - Google Patents

Abstract

To eliminate such a defect at the time of the operation as a valve stick and to simplify the structure of the oil pressure control unit, this control valve consists of the line port for supply of line pressure from the manual valve, the 2 speed pressure port that provides the oil pressure for control of the valve spool, the three speed pressure port for control of the valve spool of the end clutch valve, the valve housing in which the four speed pressure port is arranged, the valve spool in which the oil pressure passage for dividing the oil pressure and the stepping motor that rotates the electrical signal to a certain angle.

Description

Shift control valve for automotive automatic transmission

1 is an exploded perspective view of a shift control valve according to the present invention.

2 is a cross-sectional side view of the shift control valve of the present invention.

Figure 3 is a cross-sectional view for explaining the operating state of the valve housing and the valve spool according to the present invention, a) is N range, b) D range, c) D range 2 speed, d) D range 3 speed, e) State diagram of D range 4 speed.

4 is a hydraulic circuit diagram of a hydraulic control device of an automatic transmission for a vehicle.

5 is a side cross-sectional view of a conventional shift control valve.

* Explanation of symbols for main parts of the drawings

4: oil pump 7: manual valve

8: shift control valve 9: 1-2 speed shift valve

10: end clutch valve 11: 2-3 speed and 4-3 speed shift valve

12: Rear clutch release valve 13: Front clutch

14 Rear Clutch 16: Kick Down Servo Brake

17: end clutch 40: valve housing

41: valve spool 42: stepping motor

43: line pressure port 44: 2 speed pressure port

45: 3 speed port 46: 4 pressure port

47: hydraulic furnace 48: sealing material

The present invention relates to a shift control valve of an automatic transmission for an automobile, and more particularly to a shift control valve that can simplify the overall structure of the hydraulic control device and can expect smooth operation.

In general, an automatic transmission for a vehicle has a torque converter and a multistage transmission gear mechanism connected to the torque converter, and hydraulically operated friction for selecting one of gear stages of the transmission gear mechanism according to the operating state of the vehicle. It includes a member.

The hydraulic control system pressurized by the oil pump supplies the hydraulic pressure required to operate the friction member and the control pump.

BACKGROUND ART Automatic transmissions that are commonly used include a pump impeller connected to an output shaft of an engine and driven together, a turbine runner connected to an input shaft of a transmission and operating together, and a stator disposed between the pump impeller and the turbine runner. It has a fluid torque converter.

This configuration causes the fluid to be circulated by the pump impeller driven by the engine with the aid of the stator to allow the fluid to flow in a direction that does not interfere with the rotation of the pump impeller when the fluid enters the pump impeller from the turbine runner.

Automatic shifting is achieved by changing the speed ratio in the planetary gear system by the operation of a friction member such as a clutch or a kick-down servo brake at each shift stage.

In addition, the friction member is selectively operated by changing the flow direction of the hydraulic pressure by a plurality of valves of the hydraulic control device, the manual valve is a port conversion in accordance with the selection position of the shifting lever of the driver to the fluid pressure from the oil pump It is intended to be supplied, and is connected to a channel through which the fluid pressure can be supplied to the shift control valve.

In the case of an electronically controlled four-speed transmission, the shift control valve is controlled by two shift control solenoid valves controlled by the transmission control unit to control the position of the valve spool to supply the necessary fluid pressure for the second, third and fourth speeds. .

An example of a hydraulic control device of an automatic transmission for a vehicle is shown in FIG. 4, which includes a torque converter 1 rotating at the same speed as the engine speed to transmit engine power to an input shaft of a multi-stage gear mechanism of the transmission, In order to improve the power transmission efficiency inside the torque converter 1, a damper clutch control valve 2 for selectively controlling the damper clutch by actuation / non-operation, and the torque for constantly adjusting the torque converter and the oil for lubrication. The converter control valve 3, the regulator valve 5 which regulates the output oil pressure of the oil pump 4 according to the request of the automatic transmission, and the oil pressure are stable to the damper clutch solenoid valve and the damper clutch control valve 2. It includes a reducing valve (6) for supplying.

The manual valve 7 connected to the outlet side of the oil pump 4 and supplied with hydraulic pressure forms a connection capable of supplying line pressure to the regulator valve 5 and the shift control valve 8.

The above-described shift control valve 8 supplies oil pressure to the 1-2 speed shift valve 9, the end clutch valve 10, the 2-3 speed and 4-3 speed shift valves 11, and the rear clutch release. The valve 12 is connected to the front clutch 13, the rear clutch 14, the low reverse brake 15, the kick-down servo brake 16, the end clutch 17, and the like.

The ND control valve 18, which is installed to reduce the shift shock when the shift lever is changed from the N range to the D range, is connected to the manual valve 7 so that the valve spool moves for hydraulic pressure so that the land position is changed. The ND control valve 18 is connected to the rear clutch release valve 12 to supply hydraulic pressure to the rear clutch 14.

In addition, the NR control valve 19 installed to reduce the shift shock when the shift mode is changed from the N range to the R range can supply hydraulic pressure to the low reverse brake 15 via the 1-2 speed shift valve 9. The NR control valve 19 is operated by the transmission control unit to open the flow path by varying the hydraulic pressure supplied from the reducing valve 6.

The pressure control solenoid valve 20, which is duty controlled for the transmission control unit, controls the pressure control valve 21 installed to prevent the occurrence of shock during shifting in addition to the N-R control valve 19 described above.

The pressure control valve 21 is connected to the N-D control valve 18 to supply hydraulic pressure.

FIG. 5 is an enlarged side cross-sectional view of the shift control valve 8 described in FIG. 4, in which the valve spool 22 movably positioned inside the valve body has a first land 23 and a first land 23, respectively. The second land 24 has a small area, and the first plug 25 and the second plug 26 are located on the left and right sides of the valve spool 22, respectively.

The second plug 26 is installed in a state in which it is supported by the elastic subsidiary material 27 and is always subjected to elastic force to the left side. The first and second plugs 25 and 26 are formed of the first stopper 28 and the first plug. It is installed so that the travel distance is limited by the two stopper (29).

In addition, the two shift control solenoid valves (A) (B) electrically on and off controlled by the transmission control unit (TCU) discharge or shut off the hydraulic pressure supplied via the manual valve to adjust the position of the valve spool 22. It has opening and closing plugs 30 and 31 for changing.

Each of the opening and closing plugs 30 and 31 is supported by the elastic members 32 and 33, respectively, and forms a magnetic force to overcome the elastic force of the elastic members 32 and 33 and retreat to the periphery. 36) is formed.

In addition, the valve body is connected to the manual valve to control the position of the hydraulic port and the second line (D2), the third line (D3), the fourth line (D4) connected to the hydraulic port and the valve spool It has three ports.

In the conventional hydraulic control device configured as described above, the oil pressure generated in the oil pump 4 is controlled by two shift control solenoid valves A and B which control the valve spool position in the shift control valve 8. (D1), the second line (D2), the third line (D3), the fourth line (D4) is to be sent, the reverse line (R) is the hydraulic pressure when the position of the manual valve (7) is in the R position Although it is possible to flow, the following describes their shifting operation.

When the shift lever is selected from the N range to the D range, the hydraulic pressure generated from the oil pump 4 flows into the manual valve 7 along the line L1, and the shift control valve 8 and the first line through the line L2. Each flows to (D1).

At this time, since the shift control solenoid valves (A) and (B) are all turned on by the transmission control unit (TCU) in the D range 1 speed, the hydraulic pressure passing through the shift control valve (8) is an open / close plug (30) (31). Are all discharged by the retraction operation. Since the area of the first land 23 of the valve spool 22 is larger than that of the second land 24, the valve spool 22 moves to the left.

In this state, since the second land 24 of the valve spool 22 is on the left side of the second line D2, the hydraulic pressure supplied through the line L2 flows only to the first line D1.

However, since the pressure control solenoid valve 20 is in the off state, the hydraulic pressure supplied at a pressure lower than the line pressure through the reducing valve 6 does not allow the port conversion of the pressure control valve 21 to be performed. The hydraulic pressure flowing through) acts on the left side of the ND control valve 18 and pushes the valve spool while passing through the valve to achieve the first speed of operating the rear clutch 14 via the rear clutch release valve 12.

When the second speed signal is output from the transmission control unit (TCU), the shift control solenoid valve (A) is turned off, and thus the hydraulic pressure discharged through the transmission control unit (TCU) is interrupted to act on the first and second plugs 25 and 26.

Therefore, the first plug 25 and the second plug 26 are moved in the left direction and the right direction, respectively, the second plug 26 is no longer moved by the second stopper 29, but the first Since the first plug 25 is in a state in which the valve spool 22 is moved to the left side, the valve spool 22 is pushed to the right by the same distance while moving to the place where the first stopper 28 is located.

Due to this action, the second land 24 in the valve spool 22 is in a state located on the right side of the second line D2, so that the hydraulic pressure supplied through the line L2 is 1- via the second line D2. It acts to the left of the second speed shift valve 9 and the end clutch valve 10 to move the valve spools of these valves to the right to perform port conversion.

At the same time, since the pressure control solenoid valve 20 which performs port conversion of the pressure control valve 21 is controlled in the off state and shuts off the discharged hydraulic pressure, the hydraulic pressure is applied to the left side of the pressure control valve 21 so that the valve spool is right. To change the port.

When the valve spool of the pressure control valve 21 is moved to the right by this action, the hydraulic pressure flowing through the first line D1 is U-turned in the pressure control valve 21 and passes through the ND control valve 18. To the shift valve 9 at -2 speed.

At this time, since the valve spool is moved to the right as described above, the 1-2 speed shift valve 9 is supplied to the kick-down servo brake 19 to be operated. Since the clutch 14 is also in a continuous state, the second speed is realized.

When the third speed signal is output from the transmission control unit (TCU), the shift control solenoid valves (A) and (B) are all controlled to be in an off state, so that all of the hydraulic pressure flowing through the shift control valve 8 is blocked.

Accordingly, the first and second plugs 25 and 26 move to the left and right sides until the first and second plugs 25 and 26 are blocked by the first and second stoppers 28 and 29, respectively, and the hydraulic pressure of the shift control solenoid valve B side is the first land. It acts to the left of 23 to push the valve spool 22 to the right.

At this time, the valve spool 22 is in contact with the second plug 26 and further movement stops. In this state, since the second land 24 is positioned at the right side of the third line D3, the line L2 is located. The hydraulic pressure supplied through the gas flows through the second line D2 and the third line D3.

Accordingly, the 1-2 speed shift valve 9 is in a state in which the valve spool is moved to the right as in the second speed, but the end clutch valve 10 is again supplied by the hydraulic pressure supplied from the third line D3. Since it is moved to the left, the hydraulic pressure of the third line D3 is supplied to the end clutch 17 to operate the clutch, and the hydraulic pressure of the second line D2 continues to operate the rear clutch 14.

Since the oil pressure of the third line D3 acts to the left side of the 2-3 speed and 4-3 speed shift valve 11 to move the valve spool to the right, the oil pressure flowing through the first line D1 is controlled by pressure. The clutch 21 is transferred to the front clutch 13 through the valve 21, the ND control valve 18, the 1-2 speed shift valve 9, and the 2-3 speed and 4-3 speed shift valves 11. By operating, three speeds are realized.

In this state, when the fourth speed signal is output from the transmission control unit (TCU), the shift control solenoid valve (B) is turned off, so the hydraulic pressure acting on both ends of the first and second plugs 25 and 26 is shift control solenoid. Since all are discharged through the discharge port of the valve A, the hydraulic pressure acting on the left side of the first land 23 of the valve spool 22 pushes the valve spool 22 to the right to push the second plug 26 further to the right. Will be moved to.

In such a state, since the second land 24 of the valve spool 22 is positioned on the right side of the fourth line D4, the hydraulic pressure supplied to the shift control valve 8 through the line L2 is reduced to the second and third positions. And all four lines D2, D3, and D4.

At this time, the 1-2 speed shift valve 9 and the end clutch valve 10 have a port opening in the same state as in the third speed, the hydraulic pressure flowing into the right side of the 2-3 speed and 4-3 speed shift valve 11 The valve spool of this valve is moved leftward; By discharging the working pressures of the rear clutches 13 and 14 and the kick-down servo brake 16, four speeds in which only the end clutch 17 acts are realized.

In this way, the shift control valve 8 supplies the necessary hydraulic pressure to each shift stage or performs port conversion of the valve. As shown in FIG. 5, the port spool 22 is moved to the left and right so that port switching is performed. As shown in FIG. 4, many ports and hydraulic lines connected to these ports have a complicated configuration.

In addition, the shift control valve having such a configuration has a problem in that the valve stick phenomenon in which the valve spool is temporarily stopped because the port conversion is performed by the hydraulic pressure and the land difference and the force of the elastic member supporting the plug.

The present invention has been invented to solve the problems of the prior art as described above, and an object of the present invention is to provide a shift control valve of an automatic transmission that can achieve a structurally simple hydraulic line and enable a smooth shifting action. .

The technical means of the present invention for realizing such an object is to convert the valve spool from a linear movement type to a rotary type, and to perform the rotation operation of the valve spool with a stepping motor controlled by a transmission control unit.

The present invention for realizing such technical means, the line pressure port for receiving the line pressure from the manual valve for sending or discharging the Lonnie pressure to each valve in conjunction with the shift lever, a 1-2 speed shift valve and 2-speed pressure port for supplying hydraulic pressure for controlling the valve spool of the end clutch, 2-3 speed and 4-3 speed shift valve, 3-speed pressure port for controlling the valve spool of the end clutch valve, rear clutch release valve, and A valve housing having a four speed port for controlling the position of the valve spool of the end clutch and a hydraulic pressure for distributing the hydraulic pressure supplied from the line pressure port to the respective 2, 3 and 4 speed ports located in the valve housing. An automobile comprising a valve spool in which a furnace is formed and a stepping motor for rotating the valve spool by a predetermined angle with an electrical signal of a transmission control unit. It provides a shift control valve of the automatic transmission.

In addition, the above-mentioned 2, 3, 4 speed ports provide a shift control valve of an automatic transmission for a vehicle, characterized in that the deflection in relation to being able to be located in the circumferential length of the hydraulic passage.

The valve spool provides a shift control valve for an automatic transmission for an automobile, characterized in that a sealing material is installed to prevent leakage of line pressure.

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

FIG. 1 is an exploded perspective view of the shift control valve according to the present invention, and FIG. 2 is a side cross-sectional view of the coupling, which is a cylindrical valve housing 40 and a valve spool rotatably inserted into the valve housing 40. 41 and the stepping motor 42 which rotates this valve spool 41 are comprised.

The valve housing 40 is provided with a line pressure port 43 through which a line pressure is supplied from a manual valve, and a second speed port 44 and a third speed port on the same horizontal line as the line pressure port 43. (45), 4-speed pressure port 46 is drilled and connected to 1-2 speed shift valve, end clutch valve, 2-3 speed and 4-3 speed shift valve, and rear clutch release valve to enable hydraulic transmission. have.

The valve spool 41 located in the valve housing 40 has a hydraulic passage 47, which is a line pressure port 43 of the valve housing 40 and 2, 3, 4. It is formed in the same position as the speed ports 44, 45, 46.

The valve spools 41 are provided with sealing materials 48 and 49 for preventing the oil pressure reaching the hydraulic passage 47 from leaking out of the valve housing 40, respectively.

The valve spool 41 is also connected to the drive shaft of the stepping motor 42 and has a stick 50 for receiving rotational force.

The stepping motor 42 receives a 1,2,3,4 speed signal from the transmission control unit (TCU) and a control motor for forward and reverse rotation at a predetermined angle is used.

The shift control valve is formed with 2, 3, 4 speed ports 44, 45 and 46 at equal intervals, which is to sequentially receive hydraulic pressure when the stepping motor 42 rotates at a constant angle.

In addition, the above-mentioned 2, 3, 4 speed ports 44, 45, 46 are located in the circumferential length of the hydraulic passage 47 formed in the valve spool 41.

In the shift control valve of the automatic transmission according to the present invention, the stepping motor 42 is in the initial position as shown in Fig. 3 a) when the shift lever is in the N range, so that the hydraulic pressure of the valve spool 41 is reduced. The furnace 47 is in the state of interlocking with the line pressure port 43 and the 2, 3, 4 speed ports 44, 45, and 46 do not communicate with the hydraulic passage 47, but the manual valve is the fourth in the N position. As can be seen from the figure, since the hydraulic pressure generated in the oil pump 4 is not supplied to the shift control valve 8 side, the shift is not made.

In this state, when the shift lever is selected as the D range, a first speed signal is transmitted from the transmission control unit (TCU) to the stepping motor 42 to rotate the valve spool 41 by a predetermined angle, thereby providing the hydraulic line 47 and the line. The pressure port 43 is in a state of communicating.

That is, as shown in FIG. 3 b), the hydraulic passage 47 and the line pressure port 43 are in communication with each other. At the first speed, as shown in FIG. 4, the hydraulic pressure is supplied only through the first line D1. By operating the rear clutch 14 as much as possible, the first speed is realized as in the prior art.

When the two-speed signal is transmitted from the transmission control unit (TCU) to the stepping motor 42, the stepping motor 42 rotates by a predetermined angle so that the line pressure port 43 and the second speed port 44 communicate at the same time. (See Fig. 3c)).

In such a state, the hydraulic pressure flowing through the line pressure port 43 is discharged through the second line D2 in FIG. 2 through the second speed pressure port 44 through the hydraulic passage 47, and thus the rear clutch 14. And two speeds for operating the kick-down servo brake 16 are realized.

In addition, when a three-speed signal is transmitted from the transmission control unit (TCU), the stepping motor 42 rotates by a predetermined angle so that the hydraulic passage 47 simultaneously communicates with the second and third speed ports 44 and 45 so that the third speed is transmitted. It becomes like the state of FIG. D).

Therefore, the hydraulic pressure flowing through the line pressure port 43 is realized at three speeds for operating the front clutch 13, the rear clutch 14, and the end clutch 17.

When the four-speed signal is transmitted from the transmission control unit (TCU), the stepping motor 42 rotates by a predetermined angle, so that the hydraulic passage 47 has three ports, that is, 2 and 3 as shown in FIG. The four speed ports 44, 45 and 46 are in communication with each other, thereby realizing four speeds for operating only the end clutch 17. FIG.

As described above, in the shift control valve according to the present invention, the conventional valve spool has a linear movement type structure, whereas a rotational valve spool structure is formed, and one stepping motor can control hydraulic pressure when shifting. A structurally simple hydraulic control device can be realized, and since the shift pressure is controlled by the rotation angle of the valve spool, a conventional problem such as a valve stick can be solved.

Claims (3)

Line pressure port for supplying the line pressure from the manual valve that sends or discharges the line pressure to the respective valves in conjunction with the shift lever, and hydraulic pressure for controlling the valve spool of the 1-2 speed shift valve and the end clutch. 2 speed ports for supply, 2-3 speed and 4-3 speed shift valves, 3 speed ports for controlling valve spools of end clutch valves, and position control of valve spools for rear clutch release valves and end clutches A valve housing having a four-speed port, a valve spool formed in the valve housing and having a hydraulic passage for distributing the hydraulic pressure supplied from the line pressure port to each of the two, three and four speed ports, and the valve spool described above. A shift control valve for an automatic transmission for a vehicle, comprising a stepping motor rotating a by a predetermined angle with an electrical signal of a transmission control unit. 2. The shift control valve of claim 1, wherein the 2, 3, 4 speed ports are drilled in a relation that they can be located within the circumferential length of the hydraulic passage. The shift control valve of claim 1, wherein the valve spool is provided with a seal member for preventing leakage of line pressure.