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公开(公告)号：KR100412738B1
公开(公告)日：2003-12-31
申请号：KR1020010085557
申请日：2001-12-27
Applicant: 현대자동차주식회사
IPC: F16H3/44
CPC classification number: F16H3/64 , F16H3/66 , F16H2200/0047 , F16H2200/0052 , F16H2200/201 , F16H2200/2048 , F16H2200/2069 , F16H2200/2084
Abstract: PURPOSE: A six-speed shifting method for an automatic transmission of a vehicle is provided to reduce development cost for a new power train by operating six-speed drive with an existing five-speed power train and to improve durability by controlling a side shifting unit of fifth and sixth gears in a direct coupling. CONSTITUTION: A power train of an automatic train for a vehicle includes a main shifting unit and a side shifting unit. The main shifting unit hooks up with three clutches, two brakes and an one-way clutch as two single pinion planetary gear sets. The side shifting unit hooks up with a clutch, a brake and a one-way clutch as the single pinion gear set. The main shifting unit outputs same deceleration in forward one and two-speeds, deceleration in forward three-speed, same speed in forward four and five-speeds and acceleration in forward six-speed. The side shifting unit outputs deceleration in forward one, three and four-speeds and same speed in forward two, five and six-speeds. Therefore, Six-speed drive is operated by using an existing five-speed power train. Driving performance is improved by reducing shifting difference for each deceleration level. Shifting feeling is improved by limiting a shifting level between two-speed and three-speed and between four-speed and two-speed to control the main shifting unit and the side shifting unit at the same time.
Abstract translation: 目的：提供一种用于车辆自动变速器的六速变速方法，通过用现有的五速动力传动系统操作六速驱动器以降低新动力传动系的开发成本，并通过控制侧移单元来提高耐久性 第五和第六档位在直接连接中。 构成：用于车辆的自动火车的动力传动系包括主变速单元和侧移单元。 主换档机构由三个离合器，两个制动器和一个单向离合器作为两个单小齿轮行星齿轮组。 侧移单元与单小齿轮组一起搭载离合器，制动器和单向离合器。 主变速单元输出相同的前进一档和双速减速，前进三速减速，前进四速五速，前进六速加速。 侧移单元在前进的两速，五速和六速中以前进一档，三速和四速以及相同的速度输出减速。 因此，六速驱动通过使用现有的五速动力传动系进行操作。 通过减少每个减速级别的换挡差异来提高驾驶性能。 通过限制两速和三速之间以及四速和双速之间的换档水平来改善换档感觉，以同时控制主换档单元和侧换档单元。
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公开(公告)号：KR1020030030464A
公开(公告)日：2003-04-18
申请号：KR1020010062613
申请日：2001-10-11
Applicant: 현대자동차주식회사
IPC: F16H57/04
CPC classification number: F16H57/043 , F16H57/0427 , F16H57/0471 , F16H57/0493
Abstract: PURPOSE: A lubricating device of an automatic transmission is provided to maximize durability of a taper roller bearing by preventing lowering of lubricating performance. CONSTITUTION: An automatic transmission promotes lubrication of a first taper roller bearing(18) and a second roller bearing(20) through a first oil passage for lubrication(22) formed in a torque converter housing(14) and a second oil passage for lubrication formed in an output shaft(12) rotatably supported between the torque converter housing and a case(16) of the automatic transmission. A first cap seal member(40) having an orifice(40a) is installed at the inlet of the first oil passage for lubrication. A second cap seal member(42) having plural through holes(42a) is installed at the inlet of the second oil passage for lubrication. Accordingly, fluid oil, injected by high pressure from the orifice of the first cap seal member, is passed through the through holes of the second cap seal member or dispersed. Thus, lubrication of the first and second taper roller bearings is promoted.
Abstract translation: 目的：提供一种自动变速箱的润滑装置，以通过防止润滑性能的降低来最大限度地提高圆锥滚子轴承的耐用性。 构成：自动变速器通过形成在变矩器壳体（14）中的第一润滑油（22）和用于润滑的第二油通道促进润滑第一圆锥滚子轴承（18）和第二滚动轴承（20） 形成在可旋转地支撑在变矩器壳体和自动变速器的壳体（16）之间的输出轴（12）中。 具有孔口（40a）的第一盖密封件（40）安装在第一油路的入口处用于润滑。 具有多个通孔（42a）的第二盖密封构件（42）安装在第二油路的入口处用于润滑。 因此，通过高压从第一盖密封构件的孔喷射的流体油通过第二盖密封构件的通孔或分散。 因此，促进了第一和第二圆锥滚子轴承的润滑。
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公开(公告)号：KR100373037B1
公开(公告)日：2003-02-15
申请号：KR1020000078357
申请日：2000-12-19
Applicant: 현대자동차주식회사
IPC: F16H61/04
Abstract: PURPOSE: A hydraulic control system for an automatic transmission is provided to make quick control possible in up/down shifting and to make precise control performed in static shifting. CONSTITUTION: A hydraulic control system for an automatic transmission includes a 3-4 and LR, 2ND, FWD, and CST pressure control valve(1,3,5); a 3-4, 2-4, FWD, and REW accumulator(7,9,11,13); and an accumulator backpressure control valve(15). The 3-4 and LR, 2ND, FWD, and CST pressure control valve controls line pressure supplied from a manual valve by a 3-4 and LR, 2ND, FWD, and CST pressure control solenoid valve(35,37,39). The 3-4, 2-4, FWD, and REW accumulator absorbs shock of hydraulic pressures supplied from the 3-4 and LR, 2ND, FWD, and CST pressure control valve and the manual valve to a 3-4 clutch(41), 2-4 brake(45), FWD clutch(47), and REW clutch(61). The accumulator backpressure control valve controls the backpressure of 3-4 and 2-4 accumulators when the amplification ratio is bigger than one, and controls the backpressure of FWD and REV accumulators when the amplification ratio is smaller than one.
Abstract translation: 目的：提供一种用于自动变速器的液压控制系统，以便在向上/向下换档时实现快速控制，并且在静态换档时进行精确控制。 构成：用于自动变速器的液压控制系统包括3-4和LR，2ND，FWD和CST压力控制阀（1,3,5）; 一个3-4，2-4，FWD和REW累加器（7,9,11,13）; 和蓄压器背压控制阀（15）。 3-4和LR，2ND，FWD和CST压力控制阀通过3-4和LR，2ND，FWD和CST压力控制电磁阀（35,37,39）控制从手动阀供给的管路压力。 3-4,2-4，FWD和REW蓄能器吸收从3-4和LR，2ND，FWD和CST压力控制阀和手动阀供应到3-4离合器（41）的液压的冲击， ，2-4制动器（45），FWD离合器（47）和REW离合器（61）。 当放大率大于1时，蓄能器背压控制阀控制3-4和2至4蓄能器的背压，并且当放大率小于1时，控制FWD和REV蓄能器的背压。
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公开(公告)号：KR100369191B1
公开(公告)日：2003-01-24
申请号：KR1020000078404
申请日：2000-12-19
Applicant: 현대자동차주식회사
IPC: F16H61/06
Abstract: PURPOSE: A line pressure control system for an automatic transmission is provided to stably form line pressure, to reduce costs with simplified structure, and to improve freedom of design by shortening the length of the system. CONSTITUTION: A line pressure control system for an automatic transmission takes the hydraulic pressure supplied from an oil pump(21) and controls line pressure(f) corresponding to the P, R, N, D, 3, 2, 1 range. The line pressure control system includes variable control pressure(g) and resultant force of an elastic member(25), the R range pressure(h) corresponding to the resultant force and one range pressure among the P, N, D, 3, 2, 1 range pressure(i), and a regulator valve(23) balancing. The variable control pressure is connected to a solenoid valve to be controlled by the solenoid valve. Therefore, stable line pressure is formed, costs are reduced with the simplified structure, and freedom of design is improved.
Abstract translation: 目的：提供一种用于自动变速器的管路压力控制系统，以稳定地形成管路压力，通过简化结构降低成本，并通过缩短系统长度来提高设计自由度。 构成：用于自动变速器的管路压力控制系统采用从油泵（21）供应的液压并控制对应于P，R，N，D，3,2,1范围的管路压力（f）。 管路压力控制系统包括可变控制压力（g）和弹性元件（25）的合力，对应于合力的R范围压力（h）和P，N，D，3,2中的一个范围压力 ，1量程压力（i）和调节阀（23）平衡。 可变控制压力连接到由电磁阀控制的电磁阀。 因此，形成稳定的管线压力，结构简化，成本降低，设计自由度提高。
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公开(公告)号：KR1020030006055A
公开(公告)日：2003-01-23
申请号：KR1020010041601
申请日：2001-07-11
Applicant: 현대자동차주식회사
Abstract: PURPOSE: A 6-speed power train of an automatic transmission for a vehicle and a hydraulic control system are provided to improve the fuel efficiency by efficiently using the driving force of an engine and to promote the transmission sensitivity by performing skip transmission within 3 speeds. CONSTITUTION: A 6-speed power train of an automatic transmission for a vehicle comprises a main transmission part(M) and a subsidiary transmission part(S). The main transmission part comprises two single pinion planetary gear sets(6). A first planetary carrier(PC1) is connected with a second ring gear(R2). A first ring gear(R1) is connected with a second planetary carrier(PC2). A first sun gear(S1) is variably connected with an input shaft(2) via a first clutch(C1). The second planetary gear is variably connected with the input shaft via a second clutch(C2). A second sun gear(S2) is variably connected with the input shaft via a third clutch(C3). A connecting member for connecting the first ring gear with the second planetary carrier is variably fixed in a housing(8) via a first brake(B1) and a first one-way clutch(F1). The second sun gear is variably fixed in the housing via a second brake(B2). The subsidiary transmission part is a single pinion planetary gear set(10).
Abstract translation: 目的：提供一种用于车辆的自动变速器和液压控制系统的6速动力传动系，以通过有效地利用发动机的驱动力来提高燃料效率，并且通过在3个速度内执行跳动传动来提高传动灵敏度。 构成：用于车辆的自动变速器的6速动力传动系包括主变速器部（M）和副变速部（S）。 主传动部分包括两个单小齿轮行星齿轮组（6）。 第一行星架（PC1）与第二齿圈（R2）连接。 第一齿圈（R1）与第二行星架（PC2）连接。 第一太阳轮（S1）经由第一离合器（C1）与输入轴（2）可变地连接。 第二行星齿轮通过第二离合器（C2）与输入轴可变地连接。 第二太阳齿轮（S2）经由第三离合器（C3）与输入轴可变地连接。 用于连接第一环形齿轮和第二行星架的连接构件经由第一制动器（B1）和第一单向离合器（F1）可变地固定在壳体（8）中。 第二太阳齿轮通过第二制动器（B2）可变地固定在壳体中。 副传动部分是单小齿轮行星齿轮组（10）。
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Patent Agency Ranking
公开(公告)号：KR100354036B1
公开(公告)日：2002-09-27
申请号：KR1020000052009
申请日：2000-09-04
Applicant: 현대자동차주식회사
IPC: F16H61/12
Abstract: 밸브스풀이 어떠한 위치에서 스틱이 이루어지더라도 파워 트레인에 인터록이 발생되지 않도록 함으로써, 안전 운행에 기여할 수 있도록 한 차량용 자동 변속기의 페일 세이프 유압 시스템을 제공할 목적으로;
4개의 클러치와 2개의 브레이크를 보유하면서 전진4속 후진 1속의 변속단을 구현할 수 있는 파워 트레인의 유압 제어 시스템을 구성함에 있어서,
C2/B1 솔레노이드 밸브에 의해 제어되는 C2/B1 컨트롤 밸브의 출력압을 제2 클러치와 제1 브레이크가 공유토록 하되, 상기 C2/B1 컨트롤 밸브의 출력압을 하나의 C2/B1 스위치 밸브로 절환 제어하며, 상기 C2/B1 스위치 밸브에서 발생한 제2 클러치의 압력이 제1 페일 세이프 밸브를 절환시키면서 제2 클러치로 작동압이 공급될 수 있도록 연통되며;
상기 제1 페일 세이프 밸브의 절환에 따라 C1컨트롤 밸브의 출력압이 2가지 유로를 따라 제1 클러치에 작용하되, 하나의 유로는 제1 셔틀 밸브를 통해 제1 클러치와 연통되고, 다른 하나의 유로는 제2,3 페일 세이프 밸브의 제어압으로 작용하면서 제3 페일 세이프 밸브와 상기 제1 셔틀 밸브를 통해 제1 마찰요소로 유압을 공급할 수 있도록 연통되고;
이와 동시에 제1,2 브레이크 압력을 해제하고, 상기 C2/B1 스위치 밸브에서 발생한 제1 브레이크 압이 제2 페일 세이프 밸브를 절환시켜야만 공급될 수 있도록 연결 구성한 차량용 자동 변속기의 페일 세이프 유압 시스템을 제공한다.-
公开(公告)号：KR1020020049273A
公开(公告)日：2002-06-26
申请号：KR1020000078404
申请日：2000-12-19
Applicant: 현대자동차주식회사
IPC: F16H61/06
CPC classification number: F16H61/0276 , F16H61/0265 , F16H2057/02047 , F16H2061/026 , F16H2061/0279
Abstract: PURPOSE: A line pressure control system for an automatic transmission is provided to stably form line pressure, to reduce costs with simplified structure, and to improve freedom of design by shortening the length of the system. CONSTITUTION: A line pressure control system for an automatic transmission takes the hydraulic pressure supplied from an oil pump(21) and controls line pressure(f) corresponding to the P, R, N, D, 3, 2, 1 range. The line pressure control system includes variable control pressure(g) and resultant force of an elastic member(25), the R range pressure(h) corresponding to the resultant force and one range pressure among the P, N, D, 3, 2, 1 range pressure(i), and a regulator valve(23) balancing. The variable control pressure is connected to a solenoid valve to be controlled by the solenoid valve. Therefore, stable line pressure is formed, costs are reduced with the simplified structure, and freedom of design is improved.
Abstract translation: 目的：提供一种用于自动变速箱的管路压力控制系统，以稳定地形成管路压力，以简化的结构降低成本，并通过缩短系统的长度来提高设计自由度。 构成：用于自动变速器的线路压力控制系统采用从油泵（21）供应的液压并控制对应于P，R，N，D，3,2,1的量程的管路压力（f）。 管路压力控制系统包括可变控制压力（g）和弹性构件（25）的合力，对应于合力的R范围压力（h）和P，N，D，3，2中的一个范围压力 1范围压力（i）和调节阀（23）平衡。 可变控制压力连接到电磁阀，由电磁阀控制。 因此，形成稳定的管路压力，结构简化，成本降低，设计自由度得到改善。
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公开(公告)号：KR100331625B1
公开(公告)日：2002-04-09
申请号：KR1020000031289
申请日：2000-06-08
Applicant: 현대자동차주식회사
IPC: F16H61/12
Abstract: 변속중에 제어되는 모든 마찰요소를 독립 제어하되, 2차 제어압이 마찰요소로 공급되도록 하는 간접 제어 방식을 채택하여 솔레노이드의 크기를 줄이고, 이에 따른 소음 및 진동을 저감시키며, 라인압 조절용 솔레노이드 밸브의 적용으로 운전 조건에 따른 최적 유압을 유지함으로써, 연비를 향상시키며, 주행 중 정지 상태에서 중립 제어가 이루어져 연비 향상 및 진동을 저감시키고, 매뉴얼 변속시 변속 충격을 최소화할 수 있는 유압 제어 시스템을 제공할 목적으로;
리듀싱 밸브로부터 공급되는 제어압을 제어하는 제1,2,3 솔레노이드 밸브와, 상기 제1,2,3 솔레노이드 밸브로부터 공급되는 제어압에 의하여 각각 독립적으로 제어되면서 상기 매뉴얼 밸브로부터 공급되는 유압을 제어하는 제1,2,3 압력제어밸브로 이루어지는 압력제어수단과;
상기 제1 압력제어밸브로부터 공급되는 유압을 선택적으로 2개의 유로로 공급하는 제1 스위치 밸브와, 상기 제3 압력제어밸브로부터 공급되는 유압과 매뉴얼 밸브로부터 공급되는 유압을 2개의 마찰요소로 공급하는 제2 스위치 밸브로 공급하는 제2 스위치 밸브로 이루어지는 스위칭 수단과;
상기 제1 스위치 밸브 및 매뉴얼 밸브로부터 공급되는 유압을 저속 및 후진에서 작동하는 마찰요소로 공급하는 제1 페일 세이프 밸브와, 제2 압력제어밸브로부터 공급되는 유압을 2속과 4속에서 작동하는 마찰요소로 공급하는 제2 페일 세이프 밸브로 이루어지는 페일 세이프 수단과;
후진압을 제어하여 후진 변속단에서만 작동하는 클러치로 공급하는 NR컨트롤 밸브로 이루어지는 NR 컨트롤 수단을 구비하여 이루어지는 차량용 자동 변속기의 유압 제어 시스템을 제공한다.-
公开(公告)号：KR100309008B1
公开(公告)日：2002-02-28
申请号：KR1019970080086
申请日：1997-12-31
Applicant: 현대자동차주식회사
Inventor： 장재덕
IPC: F16H61/06
Abstract: PURPOSE: A hydraulic control system for an automatic transmission of a vehicle is provided to improve shift quality and responsiveness by controlling hydraulic pressure for release in fixing hydraulic pressure of operation during kickdown servo-controlling and controlling frictional factors individually. CONSTITUTION: A hydraulic control system of an automatic transmission for a vehicle is composed of a pressure regulating valve(8) regulating hydraulic pressure from an oil pump(4); a damper clutch control valve(12) operating a damper clutch of a torque converter(2); a shift control unit forming shift mode; a hydraulic control unit regulating shift quality and responsiveness for the shift mode in shifting; and a hydraulic distributing unit supplying hydraulic pressure to frictional factors used as input and reaction factors. Shift quality and responsiveness are improved by controlling frictional factors individually.
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公开(公告)号：KR100302717B1
公开(公告)日：2001-12-28
申请号：KR1019980006726
申请日：1998-03-02
Applicant: 현대자동차주식회사
Inventor： 장재덕
IPC: F16H61/06
Abstract: PURPOSE: A hydraulic control system of an automatic transmission for a vehicle is provided to improve transmission responsiveness and shift feeling and to enlarge a transmission control range by independently controlling respective friction elements and controlling the release hydraulic pressure of a kick-down servo. CONSTITUTION: A hydraulic control system of an automatic transmission for a vehicle comprises a pressure control unit to control the hydraulic pressure generated by an oil pump(4), a damper clutch control unit to operate a damper clutch of a torque converter(2), a transmission control unit to form a transmission mode, a hydraulic control unit to smoothly form a transmission mode by controlling shift feeling and responsiveness, and a hydraulic distribution unit to distribute hydraulic pressure to first, second, third and fourth friction elements(C1,C2,C3,C4) acting as input and reaction force elements. The transmission control unit consists of a manual valve(26) for changing a path depending on the manipulation of a selector lever. The hydraulic control unit consists of first, second, third and fourth pressure control valves(16,18,20,22) for independently controlling first, second, third and fourth valves and solenoid valves(S1,S2,S3,S4). The hydraulic distribution unit consists of a control switch valve(28) to supply hydraulic pressure to an operation chamber of the second friction element and to the pressure control unit, a low control valve(30) to supply hydraulic pressure to the third and fourth friction elements, and a fail safe valve(32) to hold a third speed when breakage occurs.
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