KR970008494B1 - Torque control valve for autotransmission fluid control system - Google Patents

Abstract

To regulate the torque pressure to the suitable oil pressure while shifting, this system provides the valve spool(SV2) which is installed to possibly move, and is integrated in a cylindrical shape with the valve spool(SV1) containing the first land(L10) and the second land(L11) inside the valve body to regulate the oil pressure variably, furthermore these valve spools are elastically held by the first elastic member(82) and at the same time, the valve spool(SV1) is held by the second elastic member(84) of lower elastic coefficient, also the device includes the first port(76), the second port(78) and the third port(80).

Description

Torque Control Valve for Automatic Transmission Hydraulic Control System

1 is a schematic diagram of a hydraulic control system to which a torque control control valve according to the present invention is applied.

2 is a side cross-sectional view of a torque control regulating valve according to the present invention.

3 is a hydraulic circuit diagram showing a conventional automatic transmission hydraulic control apparatus for a vehicle.

* Explanation of symbols for main parts of the drawings

30: oil pump 42: pressure reducing valve

44: line pressure line 48: pressure reducing line

50: torque control regulating valve 52: control switch valve

58: 1-2 speed shift valve 72: drive line

74: control line 76: first port

78: second port 80: third port

82: first elastic member 84: second elastic member

92: 4th port L10: 1st land

L11: Land 2 SV1, SV2: Valve Spool

S7: Solenoid Valve

The present invention relates to a torque control regulating valve of an automatic transmission hydraulic control system, and more particularly, to a torque control regulating valve which allows the torque hydraulic pressure to be changed in proportion to the opening area of the outlet port opened according to the displacement of the valve spool. It is about.

In general, an automatic transmission for a vehicle has a torque converter and a multi-speed gear mechanism connected to the torque converter, and hydraulic automatic friction for selecting one of the 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 valve.

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 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 supplied to the fluid pressure from the oil pump by the port conversion to the selected position of the shift lever of the driver In order to supply the fluid pressure to the shift control valve, a pipe is connected.

In the case of an electronically controlled four-speed automatic transmission, the shift control valve has a port that is selectively opened and closed by a transmission control unit.

An example of a hydraulic control device for an automobile is shown in FIG. 3, which includes a torque converter 1 rotating at the same speed as the engine speed to transmit engine power to an input side of a multi-stage gear mechanism of a transmission, and this torque converter. A damper clutch control valve (2) for selectively controlling the damper clutch by actuation / non-operation in order to improve power transmission efficiency in the inner part of the engine, and a torque converter control valve (3) which constantly adjusts the hydraulic pressure for the torque converter and lubrication described above. And a regulator valve (5) for adjusting the output oil pressure of the oil pump (4) according to the request of the automatic transmission, and a reducing for stably supplying the oil pressure to the damper clutch solenoid valve and the damper clutch control valve (2). The valve 6 is included.

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 valve spool of the manual valve 7 moves in accordance with the positional change of the shift lever so that each land position changes.

The shift control valve 8 is configured to supply 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. A connection that can be supplied to the front clutch 13, the rear clutch 14, the lower bus brake 15, the kick-down servo brake 16, the end clutch 17, and the like via the release valve 12 is made.

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) and the valve spool is moved by hydraulic pressure so that The position of the ND control valve 18 is connected to the rear clutch release valve 12 so as to supply hydraulic pressure to the rear clutch 14.

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

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

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

In the conventional automatic transmission hydraulic control device for a vehicle made in this way, the pressure control solenoid valve 20 that was turned off when the driver changed the mode of the manual valve 7 from the "N" range to the "D" range through the shift lever. The hydraulic control solenoid valve 21 shuts off the flow path because the hydraulic pressure is generated by the oil pump 4 and discharged through the reducing valve 6 while being turned on by the transmission control unit. It becomes the state to do.

Part of the hydraulic pressure passing through the manual valve (7) acts on the regulator valve (5) to push the valve spool to maintain a constant pressure at all times, and another part of the hydraulic pressure to the rear clutch release valve ( The rear clutch 14 is operated via 12).

At this time, the vehicle speed is increased and the shift is made according to the stepping amount of the accelerator pedal. At this time, the pressure control solenoid valve 20 is duty-controlled by the transmission control unit to be turned off to connect the port of the pressure control valve 21. Given.

Accordingly, the hydraulic pressure supplied from the manual valve 7 is turned on the valve 21 and passes through the port of the 1-2 speed shift valve 9 via the ND control valve 18 to apply the kick-down servo brake 16. It works.

When the manual valve 7 is changed to the "R" range, a part of the hydraulic pressure supplied from the oil pump 4 is supplied to the regulator valve 5 to regulate the line pressure constantly, and a part of the hydraulic pressure is the NR control valve. It is supplied to the low reverse brake 15 while passing through the port of the 1-2 speed shift valve 9 through 19 to operate the brake.

Thus, the conventional hydraulic control system has a problem that the clutch slip phenomenon occurs because the clutch and the brake supply pressure or release pressure acts while the shift control valve and each of the shift valves are controlled, so that the clutch control pressure does not vary according to the torque. .

The present invention has been invented to solve the problems of the prior art as described above, an object of the present invention is to provide a torque control regulating valve that can supply the appropriate hydraulic pressure to the torque change during shifting.

In order to achieve the above object, the present invention provides a plurality of clutches for selectively transmitting the torque of the torque converter to the respective gear elements by controlling a plurality of clutches and brake means in proportion to the forward and reverse speeds by oil pressure generated from the oil pump. In an automatic transmission including shift valves, a valve spool having a first land and a second land in the valve body to variably adjust the hydraulic pressure to a torque change during shifting while converting the drive pressure into a pressure required for clutch control. And a cylindrical cylindrical valve spool to be movable, the valve spool is supported by a first elastic member, and the valve spool is supported by a second elastic member having a smaller modulus of elasticity. A first port for supplying pressure, a second port in communication with the pressure reducing line, and a control switch Provided is a torque control regulating valve of an automatic transmission hydraulic control system having a third port for supplying hydraulic pressure to a tooth valve.

Provided is a torque control regulating valve of an automatic transmission hydraulic control system, characterized in that for adjusting the hydraulic pressure of the second port to a solenoid valve controlled by a transmission control unit.

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

1 is a schematic diagram of a hydraulic control system according to the present invention, which is connected to an outlet side of an oil pump 30 that rotates by an input shaft of a transmission to pump oil in an oil pan, and an outlet side of the oil pump 30 to operate a clutch. A pressure regulating valve 32 configured to change the pressure into a line pressure, a pressure converting supply valve 34 configured to receive and control the hydraulic pressure controlled by the pressure regulating valve 32, and the pressure converting supply valve 34. And a damper clutch control section 40 including a clutch switching control valve 38 for activating / deactivating the damper clutch DC in the torque converter 36 in communication with the outlet port.

The pressure control valve 32 and the clutch switching control valve 38, the solenoid valve (S4) for discharging or blocking the hydraulic pressure controlled by the pressure reducing valve 42 for protecting the hydraulic line by making a pressure lower than the line pressure The valve spool receives a variable force by the opening and closing operation of (S5).

In the oil pump 30, the line pressure line 44 is branched and connected to the pressure reducing valve 42 and the manual valve 46, respectively, to supply hydraulic pressure.

The pressure reducing valve 42 has a torque control regulating valve 50 connected to a pressure reducing line 48 to an outlet port for adjusting and discharging the line pressure to generate an operating pressure required for clutch operation, and a first shifting line. The control hydraulic pressure can be supplied to the control switch valve 52 which distributes the hydraulic pressure to the L1 and the second shifting line L2.

The reverse line R receiving the line pressure from the manual valve 46 is directly connected to the reverse input clutch C4. The reverse line R is connected to the reverse clutch preventing valve 54 to control pressure. It is designed to work.

In addition, another line diverging from the line pressure line 44 is connected to the overdrive unit direct coupling clutch C5 via the overdrive unit valve 56 so that the line pressure can be supplied.

The first line L1 is sequentially formed by a 1-2 speed shift valve 58, a 2-3 speed shift valve 60, a 3-4 speed shift valve 62, and a 4-5 speed shift valve 64. The hydraulic line is configured to supply hydraulic pressure to the hydraulic valve, and the second line (L2) forms a connection to send the operating pressure through another port when the valve spools of these shift valves 58, 60, 62, and 64 are displaced. have.

The shift valves 58, 60, 62, and 64 are connected to the 2ND clutch valve 66, the 3RD clutch valve 68, the 4TH band valve 70, and the overdrive unit valve 56, respectively. By supplying the displacement of the valve spool, the forward clutch (C2), low reverse clutch (B1), 2ND clutch (B2), 3ND clutch (C3), 4TH band (B3), overrun forward clutch (C1), and 5TH clutch ( It is designed to operate or release B4).

These shift valves are configured to control the displacement of the valve spool by opening and closing the flow path of the three solenoid valves S1, S2, and S3, and the first line L1 and the second by the displacement of the valve spool generated at this time. Hydraulic pressure transmitted through line L2 selectively activates respective clutches and valves.

At this time, the torque control control valve 50 is to adjust the hydraulic pressure required for the clutch operating pressure to send the torque hydraulic pressure to the control switch valve 52.

These valves (50) and (52) are intended to improve the feeling of shifting by actuating or releasing the clutch in preference to the torque control hydraulic pressure before the clutch operating pressure and the release pressure are supplied. 72) is directly connected to the forward clutch (C2), and a branch pipe is formed in this line to supply hydraulic pressure to the torque control regulating valve (50), and for the control of the torque control regulating valve (5). The solenoid valve S7 is connected to the pressure reducing line 48 to discharge or shut off the hydraulic pressure to adjust the force applied to the valve spool so that displacement occurs.

The control switch valve 52 is connected to the torque control control valve 50 and the control line 74 so that the control pressure can be sent to the first line L1 or the second line L2. At this time, in order to realize the line selection, the hydraulic pressure transmitted from the pressure reducing valve 42 is supplied to the right side of the valve spool of the control switch valve 52. In order to adjust the supply pressure, the solenoid valve S6 is installed to supply the hydraulic pressure. To discharge or shut off.

As shown in FIG. 2, the torque control regulating valve 50 has a groove (H) in which the valve spool can be linearly moved inside the valve body. The groove (H) of the valve body has a drive line. The first port 76 receives the drive pressure from the 72, the second port 78 receives the hydraulic pressure from the pressure reducing line 48, which extends from the pressure reducing valve 42, and the torque pressure controls the control switch valve 52. Has a third port (80) in communication with the control line (74) for transmission.

The valve spools SV1 and SV2 linearly moving in the grooves H are touched by the first elastic member 82 so that the mutual distances can be varied, and the valve spool SV1 is the second elastic member. It is held in the groove H by 84 and is subjected to elastic force to one side by the elastic modulus of the first elastic member 82.

In this embodiment, the elastic modulus of the first elastic member 82 is larger than the elastic modulus of the second elastic member 84. However, the valve spool SV1 is the first elastic member 82 due to such elastic force. ) And the second elastic member 84 is moved left and right.

The valve spool SV1 has a first land L10 and a second land L11 that move between the first port 76 and the third port 80 to open and close the port. L11 is formed to open and close two discharge ports 86 and 88 formed in the valve body.

The first land (L10) has a cylindrical shape so that the second elastic member 84 can be installed stably.

And another valve spool (SV2) is maintained in the state moved to the right side as seen in the drawing in the state that the hydraulic pressure is not acted by the first elastic member 82, in this state flows through the second port (78) In order to allow the reduced pressure to act on the valve spool SV2 so as to be displaced, a projection 90 is formed at the end portion to maintain the gap.

The valve spool SV2 is also formed in a cylindrical shape and fitted inward for stable installation of the first elastic member 82.

On the left end of the groove H of the valve body, a fourth port 92 is formed to receive hydraulic pressure from the control line 74 and act on the valve spool SV1. An orifice 94 is formed at the inlet side to stably discharge or supply hydraulic pressure.

On the second port 78 side, a solenoid valve S7 controlled on and off by a transmission control unit is provided to discharge the hydraulic pressure applied to the valve spool SV2 to regulate the hydraulic pressure.

In the pressure control distribution device according to the present invention, the hydraulic pressure generated in the oil pump 30 in the D range goes to the torque converter 36 along the line pressure line 44, and a part of the line pressure hydraulic pressure is the pressure reducing valve 42. And the overdrive unit valve 56 is supplied to the overdrive unit directly connected clutch C5.

The other hydraulic pressure is supplied to the 1-2 speed shift valve 58 and the torque control regulating valve 50 through the drive line 72 and is directly transmitted to the forward clutch C2 to operate the clutch.

At this time, since the hydraulic pressure supplied to the pressure reducing valve 42 is in a state in which the balance spool of the valve is moved to the right side, the hydraulic pressure going to the pressure reducing line 48 is changed into a fluid having a pressure lower than the line pressure, respectively. Torque control regulating valve 50 and control switch valve 52 is passed to.

Then, the solenoid valve S7 turns off from the on state and shuts off the discharged hydraulic pressure, so that the valve spool SV2 of the torque control regulating valve 50 is moved to the left side. Since the first elastic member 82 receives a compressive force, the compressive force is transmitted to the valve spool SV1 to elastically push the valve spool SV1.

At this time, since the second elastic member 84 is made of a spring having a smaller elastic modulus than the first elastic member 82, the valve spool SV1 is elastically compressed by moving to the left side.

In this operation, the cylindrical valve spool SV2 blocks the discharge port 88, and the land L11 of another valve spool SV1 is positioned to the left of the discharge port 86, and the land L10 is Since the first port 76 is moved to the left side, the first port 76 and the third port 80 form an open state.

Then, the hydraulic pressure of the drive line 72 is transmitted to the control line 74 through the first port 76 and the third port 80, and the hydraulic pressure is adjusted according to the opening area of the third port 80 to control the control valve. Supplied to 52.

At this time, the supplied torque pressure becomes the hydraulic pressure required for the clutch operation, and the torque pressure is opened by the on / off action of the solenoid valve S7 so that the hydraulic pressure acting on the valve spool SV2 is changed to open the third port 80. Since the area changes, it is proportionally changed according to the vehicle speed.

Therefore, according to the present invention, the torque control regulating valve has the advantage of ensuring the clutch operation since the hydraulic pressure can be appropriately changed in accordance with the change in torque during shifting.

Claims (2)

In the automatic transmission including a plurality of shift valves for selectively transmitting the torque of the torque converter to the respective gear elements by controlling a plurality of clutch and brake means in proportion to the forward and reverse speed by the hydraulic pressure generated in the oil pump, The valve spool SV1 and the circle holding the first land L10 and the second land L11 in the valve body to variably adjust the oil pressure to the torque change during shifting while converting the pressure to the pressure required for clutch control. A second valve having a conventional elastic valve spool (SV2) to be movable, holding the valve spool (SV1, SV2) with a first elastic member 82 and the valve spool (SV1) having a smaller modulus of elasticity The first port 76 which is hardened by the elastic member 84 and supplies the drive pressure to the valve body, the second port 78 which communicates with the decompression line 48, and the control switch bell 52, the third port 80 is a torque control regulator valve of the automatic transmission hydraulic pressure control system for supplying a hydraulic pressure to form a. 2. A torque control regulating valve according to claim 1, wherein the hydraulic pressure of the second port (28) is regulated by a solenoid valve (S7) controlled by a transmission control unit.