• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    To provide a power train of an automatic transmission having a six speed shift stage to improve fuel economy, to efficiently use the driving force of the engine, and to make a shift shift within three speeds to improve shift response; Power consisting of a main transmission unit that combines two single pinion planetary gear sets to output four shift stages, and a sub transmission unit that consists of one single pinion planetary gear set and outputs six stages of output from the peripheral gear unit. It provides a train and a hydraulic control system to control it.
    公开号:KR20030006055A
    申请号:KR1020010041601
    申请日:2001-07-11
    公开日:2003-01-23
    发明作者:서재익；이재신；장재덕
    申请人:현대자동차주식회사；
    IPC主号:
    专利说明:

    Six-speed power train and hydraulic control system of automatic transmission for vehicles {6-SHIFT POWER TRAIN OF AUTOMATIC TRANSMISSION FOR VEHICLES AND HYDRAULIC CONTROL SYSTEM}
    [5] The present invention relates to a six-speed power train of an automatic transmission for a vehicle, and more particularly, to a six-speed power train of an automatic transmission for a vehicle, in which a gear shift is improved in multiple stages to improve fuel economy and a skip shift can be made within three stages. A hydraulic control system.
    [6] For example, an automatic transmission for a vehicle has a torque converter and a power train, which is a multi-stage 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.
    [7] In designing such an automatic transmission, conceptual design and design plan are presented first to find a design concept that meets the design goals, and one of the best design concepts in terms of performance, durability, reliability, mass production, and manufacturing cost is selected. Will be chosen.
    [8] When the design concept as described above is selected, the development is usually divided into three parts: a mechanical section, a hydraulic control system, and an electronic control system.
    [9] The power train in the mechanical section is composed of a complex planetary gear set that can achieve the required shift stage by combining at least two simple planetary gear sets, and the hydraulic control system for operating such a power train is an oil pump. Pressure control means for adjusting the hydraulic pressure generated from the engine, manual and automatic shift control means for forming a shift mode, hydraulic control means for adjusting shift feeling and responsiveness to form a smooth shift mode in shifting, and a torque converter And damper clutch control means for damper clutch operation of the damper, and hydraulic distribution means for distributing an appropriate hydraulic pressure supply to each friction element.
    [10] Accordingly, the hydraulic distribution of the hydraulic distribution means is made different by the solenoid valves turned on / off by the transmission control unit and the solenoid valves controlled by the duty, and the operation of the friction element is selected to realize the shift stage control.
    [11] These power trains and hydraulic control systems have been developed and applied in different types according to each car maker. Currently, automatic transmissions that are commonly used are mainly composed of four-speed transmissions. In recent years, development of five-speed transmissions has been active. It is being applied to some vehicles by entering the mass production system.
    [12] However, in the case of the fourth speed, there is a problem in that the fuel consumption rate is large because the number of gear stages is small and the gear ratio difference between the gear stages is large.
    [13] In addition, since the skip shift is limited to two steps or less, there is a problem in that the shift response is not good.
    [14] Therefore, in recent years, research has been continued to multiply the shift stages, and as a result, the present invention has been invented, and an object of the present invention is to improve fuel efficiency by providing a power train of an automatic transmission having a six-speed shift stage. The present invention provides a six-speed power train of an automatic transmission for a vehicle and its hydraulic control system which can improve the shift response by making a skip shift within three steps.
    [1] 1 shows an embodiment of a power train according to the invention.
    [2] Figure 2 is a speed diagram according to the lever analysis method according to an embodiment of the operation of the power train according to the present invention.
    [3] 3 is an operating element table of FIG. 2;
    [4] 4 is a configuration diagram of a hydraulic control system according to the present invention.
    [15] In order to achieve the above object, the present invention provides a set of two single-pinion planetary gears, which fixedly connects a first planetary carrier and a second ring gear to operate as an output element, and comprises a first ring gear and a second planetary carrier. The first sun gear is variably connected to the input shaft via the first clutch, the second planetary carrier is variably connected to the input shaft via the second clutch, and the second sun gear is input by the third clutch. Is connected variably so that the three elements can act as input elements selectively, and a connecting member connecting the first ring gear and the second planet carrier is variable to the housing by the first brake and the first one-way clutch. A main transmission portion fixed to the second sun gear and variably fixed to the housing by a second brake to hold two fixing elements;
    [16] Single-pinion planetary gear set, the third ring gear is the input element, the third sun gear is connected to the third brake and the second one-way clutch at the same time through the third planetary carrier and the fourth clutch connected to the output element. It is characterized in that it provides a hydraulic control system for controlling the power train, including a sub-transmission part connected to the housing, so as to obtain a shift speed of 6 forward speed and 1 reverse speed by the power train thereof.
    [17] Hereinafter, with reference to the accompanying drawings, preferred embodiments of the present invention will be described in more detail.
    [18] 1 is a configuration diagram of a power train according to the present invention, wherein the power train of the present invention comprises a main transmission portion M and a sub transmission portion S. As shown in FIG.
    [19] The main transmission portion M has four operating elements in a combination of the first and second simple planetary gear sets 4 and 6, and shifts are made by complementary operation of these operating elements.
    [20] For convenience of explanation, the sun gear of the first simple planetary gear set 4 is referred to as a first sun gear S1, a planet carrier PC2 as a second planet carrier, and a ring gear as a first ring gear R1. It is assumed that the sun gear of the second single pinion planetary gear set 6 is referred to as the second sun gear S2, the planet carrier is referred to as the second planet carrier PC2, and the ring gear is referred to as the second ring gear R2.
    [21] In the combination of the first and second simple planetary gear sets 4 and 6, the first planet carrier PC1 is fixedly connected to the second ring gear R2, and the first ring gear R1 is The second planetary carrier PC2 is fixedly connected.
    [22] The first sun gear S1 is variably connected to the input shaft 2 by a first clutch C1 operating at forward 1, 2, 3, 4, and 5 speeds, and is connected to the first ring gear R3. The second planet carrier PC2 is connected to the input shaft 2 via the second clutch C2 operating in the forward 3, 5, 6.
    [23] The first ring gear (R1) is a transmission housing (8) through a first brake (B1) operating at the first speed and the N, P, R range and the first one-way clutch (F1) operating at the first speed ).
    [24] In addition, the second sun gear S2 is variably connected to the input shaft 2 by a third clutch C3 operating only in the reverse shift stage, and at the same time, the second brake B2 operates at second, fourth, and sixth speeds. Is connected variably with the transmission housing (8) through the.
    [25] In addition, the first planet carrier PC1 and the second ring gear R3 are mechanically connected to the input element of the sub transmission S as an output element.
    [26] In addition, the sub transmission part S includes one third simple planetary gear set 10. For convenience of description, the sun gear of the third simple planetary gear set 10 is the third sun gear S3 and the planet carrier is the third. The planet carrier PC3, the ring gear is referred to as a third ring gear R3.
    [27] In this case, the third ring gear R3 is connected to the first planet carrier PC1 and the second ring gear R2, which are output elements of the main transmission unit M, and operates as an input element. S3) is variably connected via the third planet carrier PC3 and the fourth clutch C4, and at the same time, the third brake B3 and the forward 1, 2, and 3 speeds that operate at the forward 1, 2, and 3 speeds. It is variably connected to the transmission housing 8 via a second one-way clutch F2 operating in the N, P, and R ranges.
    [28] In addition, the third planet carrier PC3 is operated as an output element, and the output element of the peripheral speed portion M and the input element of the sub transmission portion S are gears or It is electrically connected by a chain or the like, when connected by gears, the direction of rotation is reversed, and when connected by a chain, it is the same direction.
    [29] The output element of the sub transmission S is connected to a differential not shown, and the differential is determined according to the conditions of the applied vehicle without regard to any type.
    [30] The power train made as described above can obtain a shift stage of 6 forward speeds and 1 reverse speed.
    [31] Looking at the shift process in detail by the lever analysis method, as shown in Figs. 2 and 3, the first planetary carrier (PC1) and the second ring gear (R2) is fixedly connected in the main transmission (M), Since the first ring gear R1 and the second planet carrier PC2 are fixedly connected, the lever first node N1 in FIG. 2 is the first sun gear S1, and the second node N2 is the first planet. The carrier PC1, the second ring gear R2, and the third node N3 are the first ring gear R1, the second planet carrier PC2, and the fourth node N4 are the second sun gear S2. Is set.
    [32] Then, the lever fifth node N5 of the sub-shift part S has a third ring gear R3, a sixth node N6 has a third planet carrier PC3, and a seventh node N7 has a third ring. Gear R3 is set.
    [33] Accordingly, at the first forward speed, an input is made through the first sun gear S1 while the first clutch C1 operates, and the first planet carrier PC1 and the second ring gear R2 are operated by the first brake B1. The first node N1 acts as an input element, and the third node N3 acts as a fixed element, and the second node N2 acts as a fixed element. The first speed is output.
    [34] Then, the input is made through the third ring gear R3, which is an input element of the sub transmission S, and the third sun gear S3 is operated as a fixed element by the operation of the third brake B3. The fifth node N5 acts as an input element, and the seventh node N7 operates as a fixed element to finally decelerate and output the final first speed.
    [35] When the vehicle speed increases in this first speed control state, the transmission control unit releases the first brake B1 and operates the second brake B2 in the first speed control state.
    [36] Then, the output is made in a state in which the speed is increased from the main speed change unit M rather than the intermediate first speed. Two speeds of output will be achieved.
    [37] When the vehicle speed is increased in this second speed state, the transmission control unit releases the operation of the second brake B2 of the main transmission portion M in the second speed state, and controls the second clutch C2 in operation.
    [38] Then, the third node N3 operates as the input element while the first node N1 operates as the input element, and thus the output of the intermediate third speed is achieved in the direct connection state. In the case of maintaining the state of the second speed, the third speed output is made by outputting the speed change stage transmitted from the main speed shifting unit M in a decelerated state.
    [39] If the vehicle speed increases in the state of the third speed, the transmission control unit releases the operation of the second clutch C2 of the main transmission portion M in the state of the third speed, activates the second brake B2, and performs sub-shift at the same time. The fourth clutch C4 of the part S is controlled to operate.
    [40] Then, in the main transmission unit M, the first node N1 becomes an input element, while the fourth node N4 operates as a reaction force element, the intermediate output is performed as in the second speed, and the sub transmission unit S ) Is the state of direct connection, the final output of the fourth speed is made.
    [41] When the vehicle speed increases in such a state of four speeds, the transmission control unit releases the operation of the second brake B2 in the main transmission unit M, the second clutch C2 is operationally controlled, and the secondary transmission unit ( In S), the state of direct connection is maintained as in the fourth speed.
    [42] Then, the main transmission portion M and the sub transmission portion S are both directly connected to each other, and the output of the final fifth speed is achieved.
    [43] When the vehicle speed increases in such a state of five speeds, the transmission control unit releases the operation of the first clutch C1 of the main transmission portion M, and controls the second brake B2 to operate to control the third node N3. ) Acts as an input element and controls the fourth node N4 to act as a fixed element.
    [44] The sub transmission section controls to maintain the same state as the fifth speed.
    [45] Then, an overdrive having an output larger than that of the input is generated in the main transmission unit M, and the output is made as it is, and the sub transmission unit S outputs it as it is, whereby the sixth speed output as the highest shift stage is achieved.
    [46] In the reverse shift stage, the third clutch C3 and the first brake B1 of the main transmission unit M are operated to be input to the fourth node N4, and the third node N3 is fixed. Control to act as an element.
    [47] In addition, in the auxiliary transmission unit S, the third brake B3 is operated to control the input to the fifth node N5 and to operate the seventh node N7 as a fixed element.
    [48] Then, the reverse transmission is performed in the sub transmission part M, and the reverse transmission is performed by decelerating the output in the sub transmission part S.
    [49] In FIG. 2, the rotation direction of the sub transmission part S is the same as the rotation direction of the main transmission part M, but in reality, when the transfer drive gear 10 and the transfer driven gear 12 are directly engaged with each other. The rotational direction of the secondary transmission S is made in the opposite direction, and in the case of the idle gear or the chain connection therebetween, of course, the rotational direction is made the same.
    [50] The above-described speed shift process, that is, deceleration, speed, and speed increase relationship, is as follows.
    [51] Main transmissionVice derailleur D (forward)Onedecelerationdeceleration 2decelerationdeceleration 3Same speeddeceleration 42nd speed and same speedSame speed 53 speed and the same speedSame speed 6Acceleration (Overdrive)Same speed R (Reverse)Onedecelerationdeceleration
    [52] In the shift control process as described above, 4 → 2, 5 → 3, 5 → 2, 6 → 4, 6 → 3 skip shifting is possible, which is one when 5 → 3, 4 → 2, 6 → 4 skip shifting. By activating the operating element of one and operating the other one, it is possible to skip shifting. Skip shifts such as 6 → 3, 5 → 2 deactivate the two operating elements, and Although the operation is controlled, the second one-way clutch F2 is operated at the time of 6 → 3, 5 → 2 skip shifting, so that the skip shifting becomes possible.
    [53] More specifically, during the 4 → 2 skip shift, the second clutch C2 is released while the first and fourth clutches C1 and C4 and the second brake B2 are operated. 3 brake (B3) to control the operation, in this case, the second one-way clutch is to operate 4 → 2 skip shift is made.
    [54] When the 5 → 3 skip shift is performed, the fourth clutch C4 is released and the third brake B3 is operated in the fifth speed state in which the first, second, and fourth clutches C1, C2, and C4 are operating. 5 → 3 skip shifting is performed, and the second one-way clutch F2 is activated.
    [55] When 5 → 2 skip shifting, the second, fourth clutch (C2) (c4) is released and the second, fourth, and fourth clutches (C1), (C2) and (C4) are operating. 3 Brake (B2) (B3) is operated to shift 5 → 2 skip, and the second one-way clutch (F2) is activated.
    [56] When the 6 → 4 skip shift is performed, the 6 → 4 skip shift is performed by releasing the operation of the second clutch C2 in the 6 speed state in which the second and fourth clutches C2 and C4 and the second brake B2 are operated. To make it happen.
    [57] During the 6 → 3 skip shifting operation, the first clutch C1 is operated and controlled in the sixth speed state in which the second and fourth clutches C2 and C4 are operating, and the operation of the second brake B2 is released and the third Activate brake (B3) to make 6 → 3 skip shifts.
    [58] 4 is a hydraulic control system for operating the power train as described above.
    [59] Torque converter 100 that receives the power from the engine and converts the torque to the transmission side, and the oil pump 102 for generating the oil required for lubrication and the oil required for the torque converter and the shift stage control, the oil The hydraulic pressure generated from the pump 102 is branched and supplied to the line pressure regulating and damper clutch control means, the decompression means, the shift control means, the pressure control means and the hydraulic distribution means.
    [60] The line pressure control and damper clutch control means is a regulator 104 for regulating the oil pressure fed from the oil pump 102 to a constant pressure, and the oil pressure supplied from the regulator 104 is constantly adjusted for torque converter and lubrication. Torque converter control valve 106 and a damper clutch control valve 108 for controlling the damper clutch to increase the power transmission efficiency of the torque converter.
    [61] The decompression means is composed of a reducing valve 110 to maintain a pressure lower than the line pressure at all times, and a part of the hydraulic pressure reduced through the reducing valve 110 of the control of the damper clutch control valve 108 At the same time as the pressure is supplied to the line pressure control means.
    [62] And some of the reduced pressure control the first, second, third, fourth and fifth pressure control valves 112, 114, 116, 118 and 120 to form a hydraulic pressure which can be used as a shift stage control pressure. The first, second, third, fourth and fifth solenoid valves SOL1, SOL2, SOL3, SOL4 and SOL5 are supplied to hydraulic control means.
    [63] The shift control means is composed of a manual valve 122 for switching the flow while operating in conjunction with the position of the selector lever in the driver's seat, the hydraulic pressure supplied to the manual valve 122 is the hydraulic control according to each range selection Supplied to the switching valve 124, the NR control valve 126, the first, second and third fail-safe valves 128, 130, 132, etc., which are controlled by means or formed directly downstream. It is supplied directly to the friction element.
    [64] In configuring the hydraulic control system in this way, the manual valve 118 is made as shown in Figure 5, the manual valve 122 of the "R" range pressure pipeline 134, the forward pressure pipeline 136, The L range pressure pipe 138 and the N range pressure pipe 140 communicate with the hydraulic pressure supplied from the oil pump 102 through the pipe according to the range conversion to perform a manual shift.
    [65] In the above, the "R" range pressure line 134 is in direct communication with the third clutch C3 and is supplied at the control pressure of the regulator valve 104 and in communication with the NR control valve 126. 136 is connected to supply the control pressure of the switching valve 124 and the first, second, third fail-safe valves 128, 130, 132 and at the same time the second, third, fourth, fifth pressure control valve ( 114, 116, 118, and 120, the L range pressure line 138 is supplied at the control pressure of the switching valve 124, and the N range pressure line 140 is connected to the first pressure control valve 112. ) Is in communication with.
    [66] And the configuration of the first pressure control valve 112 and the first solenoid valve (SOL1) forming the hydraulic control means, as shown in Figure 5, the valve body of the first pressure control valve 112 is a reducing valve A first port 150 that receives the reduced pressure from 110; A second port 152 supplied with hydraulic pressure from the manual valve 122; A third port (154) for supplying the hydraulic pressure supplied to the second port (152) to the first clutch (C1) and the second fail safe valve (130); And a fourth port 156 that receives the control pressure from the first solenoid valve SOL1.
    [67] Of course, the first solenoid valve SOL1 receives a control pressure from the reducing valve 110.
    [68] And the valve spool embedded in the valve body is the hydraulic pressure supplied to the first port 150, the first land 158 made of a small diameter; A second land (160) for selectively opening and closing the second port (152) while the hydraulic pressure supplied to the first port (150) acts; The second land 158 and the second and third ports 152 and 154 selectively communicate with each other, and includes a third land 162 to which the control pressure supplied to the fourth port 156 acts. Is made, and the bullet member 164 is disposed between the third land 162 and the valve body to always maintain the valve spool is always moved to the left in the drawing.
    [69] The first solenoid valve SOL1 for controlling the first pressure control valve 112 as described above is a three-way valve, and when turned on, the supply of the reduced pressure hydraulic pressure is blocked. When the hydraulic pressure supplied at the control pressure is discharged and, on the contrary, off-controlled, 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 112. Therefore, it will be omitted.
    [70] When the first solenoid valve SOL1 is turned on by the above configuration, the valve spool of the first pressure regulating valve 112 is moved to the right side in the drawing to close the second port 152, and conversely, the off control is performed. As the ground control pressure is supplied, the valve spool is moved to the left side in the drawing to communicate the second port 152 and the third port 154 to supply hydraulic pressure to the first clutch C1 and the second fail safe valve 130. Done.
    [71] The second, third, fourth and fifth pressure control valves 114, 116, 118, 120 are configured in the same manner as the first pressure control valve 112, but are supplied from the manual valve 122. The only difference is the drive pressure.
    [72] That is, the second pressure control valve 114 is a switching valve 124, the third pressure control valve 116 is a second fail-safe valve 130, the fourth pressure control valve 118 is a third brake (B3). ), The third fail safe valve 132, and the fifth pressure control valve 120 communicate with the third fail safe valve 132.
    [73] In addition, the switching valve 120 forming the line pressure varying means may control the drive pressure supplied from the second pressure control valve 114 while being controlled by two control pressures supplied from the manual valve 122 as shown in FIG. 6. Optionally, the second clutch C2 or the first fail safe valve 128 may be supplied.
    [74] Accordingly, the valve body includes a first port 170 supplied with a "D" range pressure; A second port 172 which receives the L range pressure; A third port 174 which receives hydraulic pressure from the second pressure control valve 114; A fourth port 176 for supplying hydraulic pressure supplied to the third port 174 to a second clutch C2; And a fifth port 178 for supplying the hydraulic pressure supplied to the third port 174 to the first fail safe valve 128.
    [75] 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 third and fifth ports (174, 178); A third land 184 that selectively opens and closes the third and fourth ports 174 and 176; And fourth and fifth lands 186 and 188 acting on the control pressure supplied to the second port 172.
    [76] Accordingly, in the D ranges 3, 5, and 6, the hydraulic pressure supplied from the manual valve 122 is supplied to the second clutch C2, and at the same time, the flow path is switched so as to be supplied to the first brake B1 in the "L" range. do.
    [77] In the above, the NR control valve 126 is controlled by the second solenoid valve SOL2 and performs a function of supplying the hydraulic pressure supplied from the manual valve 122 to the first brake B1 in the reverse range. The valve body includes a first port 200 in communication with the second solenoid valve SOL2; A second port 202 communicating with the reverse pressure pipeline 134; And a third port 204 for selectively supplying the hydraulic pressure supplied to the second port 202 to the first brake B1.
    [78] 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.
    [79] The first fail safe valve 128 is controlled by a part of the hydraulic pressure supplied to the second clutch C2 and the first brake B1 and the hydraulic pressure supplied from the manual valve 122. The function of supplying the supplied hydraulic pressure to the first brake B1 is performed.
    [80] To this end, the valve body of the first fail-safe valve 128 may include 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 the drive pressure from the manual valve 122 at a control pressure; A third port 224 which receives a part of the hydraulic pressure supplied to the second brake B2 at a control pressure; A fourth port 226 which receives hydraulic pressure from the switching valve 123; And a fifth port 228 for supplying the hydraulic pressure supplied to the fourth port 226 to the first brake B1.
    [81] 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 third port 224; A third land 234 for selectively communicating the fourth and fifth ports 226 and 228; A fourth land 236 for selectively communicating fourth and fifth ports 226 and 228 with the third land 234; And a fifth land 238 acting on a control pressure supplied to the second port 222.
    [82] The second fail-safe valve 130 is controlled by a part of the hydraulic pressure supplied to the third clutch C3 and the first and second clutches C1 and C2 and the hydraulic pressure supplied from the manual valve 122. The hydraulic pressure supplied from the third pressure control valve 116 is supplied to the second brake B2.
    [83] To this end, the valve body of the second fail-safe valve 130 may include 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 the drive pressure from the manual valve 122 at a control pressure; A fifth port 248 which receives hydraulic pressure from the third pressure control valve 116; And a sixth port 250 for supplying the hydraulic pressure supplied to the fifth port 248 to the second brake B2.
    [84] 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 fifth and six ports (248, 250); A fifth land 258 for selectively communicating fifth and six ports 248 and 250 with the fourth land 256; And a fifth land 260 acting on a control pressure supplied to the fourth port 246.
    [85] The third fail safe valve 132 controls the hydraulic pressure supplied from the fifth pressure control valve 120 while being controlled by a part of the hydraulic pressure supplied to the third brake B3 and the drive pressure supplied from the manual valve 122. The function of supplying to the fourth clutch C4 is performed.
    [86] To this end, the valve body of the third fail safe valve 132 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 the drive pressure from the manual valve 122 at a control pressure; A third port 274 receiving hydraulic pressure from the fifth pressure control valve 120; It includes a fourth port 276 for supplying the hydraulic pressure supplied to the third port 274 to the fourth clutch (C4).
    [87] 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 with the third and fourth ports 274 and 276; The third land 282 selectively communicates with the third and fourth ports 274 and 276 together with the second land 280 and acts on the control pressure supplied to the second port 246. It is made to include.
    [88] In the drawings, reference numeral SOL6 refers to a sixth solenoid valve for controlling the control pressure of the regulator valve 104, and SOL7 refers to a seventh solenoid valve for controlling the control pressure of the damper clutch control valve 108.
    [89] The hydraulic control system according to the present invention made as described above is operated by a transmission control unit (TCU) not shown, which transmits the first to seventh solenoid valves SOL1 to SOL7 according to the current driving state of the vehicle. By controlling the control unit (TCU), the shift is to be made automatically, these solenoid valves (SOL1 ~ SOL7), as shown in Figure 3 by actuating and deactivating the friction element consisting of the clutch and brake according to each gear stage It is controlled so that a shift can be made.
    [90] As described above, according to the power train and the hydraulic control system of the present invention, by six shift stages, the fuel efficiency can be improved by multi-stage, the driving force of the engine can be efficiently used, and the skip shift can be made within three stages. It is an invention that can improve the shift response.
    权利要求:
    Claims (7)
    [1" claim-type="Currently amended] A set of two single pinion planetary gears, fixedly connecting a first planetary carrier and a second ring gear acting as an output element, and fixedly connecting a first ring gear and a second planetary carrier, wherein the first sun gear A first clutch is variably connected to the input shaft, the second planetary carrier is variably connected to the input shaft via a second clutch, and the second sun gear is variably connected to the input shaft by a third clutch such that the three elements are selectively The connecting member connecting the first ring gear and the second planetary carrier is variably fixed to the housing by the first brake and the first one-way clutch, and the second sun gear is connected to the second brake. A main transmission portion variably fixed to the housing to hold the two fixing elements;
    Single-pinion planetary gear set, the third ring gear is the input element, the third sun gear is connected to the third brake and the second one-way clutch at the same time through the third planetary carrier and the fourth clutch connected to the output element. The six-speed power train of the automatic transmission for a vehicle, characterized in that it comprises a secondary transmission connected to the housing by.
    [2" claim-type="Currently amended] A manual valve which is linked to the select lever and converts a flow path;
    The first pressure control for supplying the hydraulic pressure supplied from the manual valve to the first clutch and the second fail-safe valve operating in the battery 1,2,3,4,5 while being controlled by the control pressure of the first solenoid valve A valve;
    A second pressure control valve which is controlled by a control pressure of a second solenoid valve and supplies hydraulic pressure supplied from the manual valve to a switching valve;
    A third pressure control valve which is controlled by a control pressure of a third solenoid valve and supplies hydraulic pressure supplied from the manual valve to a second fail safe valve;
    The hydraulic pressure supplied from the manual valve is supplied to the control pressure of the third brake and the third fail-safe valve operated at the forward 1,2,3 speed and reverse shift stages while being controlled by the control pressure of the fourth solenoid valve. 4 pressure control valve;
    A fifth pressure control valve which is controlled by a control pressure of a fifth solenoid valve and supplies hydraulic pressure supplied from the manual valve to a third fail safe valve;
    Switching to selectively supply the hydraulic pressure supplied from the second pressure control valve to the second clutch and the first fail-safe valve operating at the third, fifth, and sixth speeds while being controlled by two control pressures supplied from the maneuver valve. A valve;
    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;
    Controlled by part of the hydraulic pressure supplied to the second clutch operating at the third, fifth and sixth speeds and the second brake operating at the first and second, fourth and sixth speeds and part of the hydraulic pressure supplied from the manual valve. A first fail-safe valve configured to supply hydraulic pressure supplied from the switching valve to the first brake;
    A second fail-safe valve which is 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 and supplies the hydraulic pressure supplied from the third pressure control valve to the second brake;
    A third fail-safe valve configured to supply a hydraulic pressure supplied from the fifth pressure control valve to the fourth clutch while being controlled by a part of the hydraulic pressure supplied to the third brake and the hydraulic pressure supplied from the manual valve;
    Hydraulic control system of a six-speed power train of a vehicle automatic transmission, characterized in that comprises a.
    [3" claim-type="Currently amended] The switching valve of claim 2, further comprising: a first port supplied with a “D” range pressure; A second port receiving L range pressure; A third port for receiving hydraulic pressure from the second pressure control valve; A fourth port for supplying hydraulic pressure supplied to the third port to a second clutch; A valve body having a fifth port for supplying hydraulic pressure supplied to the third 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 third and fifth ports; A third land for selectively opening and closing the third and fourth ports; A hydraulic control system for a six-speed power train of an automatic transmission for a vehicle, comprising a valve spool having fourth and fifth lands acting by a control pressure supplied to the second port.
    [4" claim-type="Currently amended] 3. The N-R control valve of claim 2, 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 hydraulic pressure supplied to the second port to a 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 is interposed between the valve body and the valve having the elastic member exerts an elastic force to push the valve spool to the right in the drawing. Hydraulic control system of a six-speed power train of an automatic transmission for a vehicle including a spool.
    [5" claim-type="Currently amended] The valve body of claim 2, wherein the valve body of the first fail-safe valve includes: a first port configured to receive a part of hydraulic pressure supplied to the second clutch at a control pressure; A second port supplied with a drive pressure from a manual valve at a control pressure; A third port configured to receive a part of the hydraulic pressure supplied to the second brake at a control pressure; A fourth port for receiving hydraulic pressure from the switching valve; A valve body having a fifth port for supplying hydraulic pressure supplied to the fourth port to a first brake;
    A first land acting on the control pressure of the first port; A second land selectively acting on the control pressure of the third port; A third land for selectively communicating the fourth and fifth ports; A fourth land for selectively communicating fourth and fifth ports with the third land; And a valve spool for holding a fifth land acting on the control pressure supplied to the second port.
    [6" claim-type="Currently amended] The method of claim 2, wherein the second fail safe valve includes: a first port configured to receive 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 the drive pressure from the manual valve at a control pressure; A fifth port receiving hydraulic pressure from the third pressure control valve; A valve body having a sixth port for supplying hydraulic pressure supplied to the fifth port to a second brake;
    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 fifth and sixth ports; A fifth land for selectively communicating fifth and sixth ports with the fourth land; And a valve spool for holding a fifth land acting on the control pressure supplied to the fourth port.
    [7" claim-type="Currently amended] The valve body of claim 2, wherein the valve body of the third fail safe valve comprises: a first port configured to receive a part of the hydraulic pressure supplied to the third brake at a control pressure; A second port supplied with a drive pressure from a manual valve at a control pressure; A third port receiving hydraulic pressure from the fifth pressure control valve; A valve body having a fourth port for supplying hydraulic pressure supplied to the third port to a fourth clutch;
    A first land acting on the control pressure of the first port; A second land for selectively communicating the third and fourth ports; And a valve spool for selectively communicating the third and fourth ports with the second land and having a third land acting on the control pressure supplied to the second port. Hydraulic control system on the 6-speed powertrain
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    同族专利:
    公开号 | 公开日
    KR100411112B1|2003-12-12|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    2001-07-11|Application filed by 현대자동차주식회사
    2001-07-11|Priority to KR20010041601A
    2003-01-23|Publication of KR20030006055A
    2003-12-12|Application granted
    2003-12-12|Publication of KR100411112B1
    优先权:
    申请号 | 申请日 | 专利标题
    KR20010041601A|KR100411112B1|2001-07-11|2001-07-11|Hydraulic control system of 6-shift automatic transmission for vehicles|
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