Hyundai Motor Company

Hyundai Notor Company

Jong-Sool Park

Jae-Duk Jang

Chang-Wook Lee

Jin-Hee Lee

Tae-Kyun Kim

Hyun-Soo Shim

Tae-kyun Kim

Jae-Ho Cho

Joon-Bae Kim

A line pressure regulating system for an automatic transmission comprises a regulator valve that regulates a line pressure by being provided with a hydraulic pressure from an oil pump, wherein the regulator valve is controlled such that a resultant force of a variable control pressure and an elastic member makes an equilibrium with a resultant force of the line pressure and a range pressure that is provided in all ranges except the R range.

Line pressure regulating system for an automatic transmission

Disclosed is a hydraulic control system for an automatic transmission that controls a powertrain, which includes a first friction element for use as an engine brake for discontinuing operation of a one-way clutch in the transmission and a second friction element operating only when the first friction element is disengaged. The hydraulic control system comprises a manual valve including a forward range port for exhausting hydraulic pressure when driving in a forward range, and an L range port for exhausting hydraulic pressure for low speed control; and a switch valve controlled by engine brake signal pressure, solenoid pressure, and forward range pressure supplied from the forward range port, the switch valve selectively supplying control pressure to the first friction element and the second friction element.

Hydraulic control system for automatic transmission

This invention provides a hydraulic control system for controlling a power train including four clutches and two brakes, wherein a first pressure controlled by a first solenoid valve is selectively supplied to two clutches of the power train under control of a first switch valve, a second pressure controlled by a second control valve is selectively supplied to another clutch and a first brake of the power train under control of a second switch valve, hydraulic pressure from a port of a manual valve is supplied to yet another clutch via a control valve, hydraulic pressure from another port of the manual valve is supplied to a second brake via another control valve, and the two control valves are controlled by a third solenoid valve.

Disclosed is a hydraulic control system for controlling an automatic transmission comprising a first clutch for transmitting power through a one-way clutch in first, second and third speeds; a fourth clutch for discontinuing an operation of the one-way clutch and which acts as an engine brake; a second brake operating in second and fourth speeds; a second clutch for transmitting power in third and fourth speeds; a first brake for discontinuing the operation of the one-way clutch in the first speed and acting as an engine brake, and operating in low L and reverse R ranges; and a third clutch for operating in the reverse R range, wherein hydraulic pressure controlled by a first solenoid valve is supplied and exhausted through operation of a switch valve to the second clutch and the first brake, the second brake is directly controlled by hydraulic pressure controlled by a second solenoid valve, and the fourth clutch is directly controlled by hydraulic pressure controlled by a third solenoid valve.

A hydraulic control system for an automotive automatic transmissions includes a pressure regulator for regulating hydraulic pressure, a pressure reducer having a reducing valve for reducing hydraulic pressure, a shift controller having a manual valve cooperating with a shift selector lever and connected to a plurality of range pressure lines, a pressure controller comprising first, second and third solenoid valves for controlling control pressure reduced by the reducing valve, and first, second and third pressure control valves for controlling hydraulic pressure supplied from the manual valve, the first, second and third pressure control valves being independently controlled by control pressure supplied from the first, second and third solenoid valves, respectively, a switching controller comprising a first switch valve for supplying hydraulic pressure from the first pressure control valve to one of first and second switching lines and a second switch valve for supplying hydraulic pressure from the third pressure control valve and the manual valve to first and second friction elements, a fail-safer comprising a first fail-safe valve for supplying hydraulic pressure from the first switch valve and the manual valve to a friction element operated in low L and reverse R ranges, and a second fail-safe valve for supplying hydraulic pressure from the second pressure control valve to a friction element operated in second and fourth speeds, and an N-R controller comprising an N-R control valve for supplying reverse pressure to a friction element operated in only a reverse R range.

Hydraulic control system for automotive automatic transmission

A hydraulic control system for an automatic transmission includes a first clutch acting as an input element at first, second, and third forward speed ranges, a second clutch acting as the input element at third and fourth forward speed ranges, a third clutch acting as the input element at an R range, a fourth clutch operating at P, R, N, and L range for performing an engine brake function by stopping a one-way clutch at the first, second, and third forward speed ranges, a first brake acting as a response element at the P, R, N, and L ranges, a second brake acting as a response element at second and fourth forward speed ranges, a first switch valve for distributing hydraulic pressure controlled by a first solenoid valve to a damper clutch in a torque converter and to clutch control valves for the first clutch, and a second switch valve for distributing hydraulic pressure controlled by a second solenoid valve to the second clutch and the first brake.

A line pressure control system of an automatic transmission includes a hydraulic pump for generating hydraulic pressure, a regulator valve for adjusting the pressure from the hydraulic pump to a predetermined level, a torque converter control valve for adjusting a partial pressure from the regulator valve, a damper clutch valve receiving the adjusted pressure from the torque converter control valve for feeding the pressure to a damper clutch, a damper clutch solenoid valve for controlling the damper clutch valve, a reducing valve for reducing a partial pressure from the regulator valve and then supplying the reduced pressure to the damper clutch control valve, wherein the regulator valve includes a valve body, first and second valve spools coaxially inserted into the valve body, a sleeve encapsulating the second valve spool, and a coil spring interposed between the first and the second valve spools.

Line pressure control system of automatic transmission

Manual valve of a hydraulic pressure control system for an automatic transmission of a vehicle

A manual valve body is provided with a first port communicated with a regulator valve via a pressure line, a second port connected to a first pressure control valve and a second fail safe valve so as to supply hydraulic pressure thereto at range &ldquo;P&rdquo;, a third port connected to the regulator valve, an N-R control valve, and first and second switch valves so as to supply the hydraulic pressure from the first port thereto at range &ldquo;R&rdquo;, a fourth port connected to second and third pressure control valves and the first and second switch valves so as to supply the hydraulic pressure from the first valve thereto at ranges &ldquo;2&rdquo;, &ldquo;3&rdquo;, and &ldquo;D&rdquo;, and a fifth port connected to the first switch valve so as to supply the hydraulic pressure from the first port thereto at range &ldquo;L&rdquo;.

Manual valve of hydraulic pressure control system for automatic transmission

An automatic transmission powertrain includes a torque converter acting as a fluid link between an engine and a transmission, a primary shift portion provided on a first shaft, a long axis of which is aligned with a long axis of an input shaft, a secondary shift portion provided on a second shaft and connected to the primary shift portion via two power transmitting paths to transmit power to an output shaft of the powertrain, a power transmitting device for transmitting rotational power of the primary shift portion to the secondary shift portion, brakes for operating operational elements of the primary shift portion and the secondary shift portion as reaction elements, clutches for selectively transmitting power to operational elements of the primary shift portion, and a non-synchronous shifting device for operating during 1&rlarr;2, 2&rlarr;3 and 4&rlarr;2 shifting.

Automatic transmission powertrain

A geartrain for an automatic transmission includes a first single planetary gearset having a first element being variably connected to an input shaft, a second element transferring power to a transfer shaft, and a third element being variably connected to the input shaft and selectively connected to said first or said second element, a second single planetary gearset having a first element being fixedly connected to an element of said first single planetary gearset, a second element being variably connected to a transmission housing, and a third element being fixedly connected to another element of the first single planetary gearset and transferring power to a transfer shaft, a third single planetary gearset having a first element being variably connected to said input shaft, a second element being fixedly connected to second single planetary gearset, and a third element transferring power to the transfer shaft, and a plurality of friction members for the above variable connections.

Geartrain for an automatic transmission

A gear train for an automatic transmission includes a first planetary gear set having a first element variably connected to an input shaft and a transmission housing, a second element variably connected to the input shaft and the transmission housing, and a third element connected to a transfer shaft to transmit power to the transfer shaft, a second planetary gear set having a fourth element connected to the transfer shaft to transmit power to the transfer shaft, a fifth element variably connected to the input shaft, and a sixth element fixedly connected to the second element to provide a combination element, the combination element being variably connected to the input shaft, and a plurality of friction elements for variably connecting the first, second, fifth, and sixth element to either the input shaft or the transmission housing.

Gear train for vehicle automatic transmissions

A gear train for an automatic transmission a first planetary gear set includes a first element variably connected to an input shaft, a second element variably connected to the first element, the input shaft and a transmission housing, and a third element connected to a transfer shaft to transmit power the transfer shaft, a second planetary gear set comprising a fourth element variably connected to the input shaft and the transmission housing, a fifth element fixedly connected to the first element of the first planetary gear set, and a sixth element connected to the transfer shaft to transmit power to the transfer shaft, and a plurality of friction elements for variably connecting the first, second, and fourth element to either the input shaft or the transmission housing.

Gear train for automatic transmissions

A geartrain for an automatic transmission includes a first single planetary gearset having a first element being variably connected to an input shaft and a second element transferring power to a transfer shaft, a second single planetary gearset having a first element being fixedly connected to an element of said first single planetary gearset, and a second element transferring power to a transfer shaft, a third single planetary gearset having a first element being fixedly to an element of said second single planetary gearset, a second element being variably connected to the input shaft, and a third element being fixedly connected to another element of said second single planetary gearset and being variably connected to the transmission housing; and a plurality of friction members for the above variable connections.

A gear train for an automatic transmission includes first, second and third planetary gear sets. The first planetary gear set includes a first element variably connected to an input shaft, a second element variably connected to the input shaft and the first element, and a third element connected to a transfer shaft to transmit power to the transfer shaft. The second planetary gear set includes a fourth element fixedly connected to the first element while being variably connected to the input shaft, a fifth element variably connected to the input shaft while being variably connected to a combination of the first and fourth elements, and a sixth element connected to the transfer shaft to transmit power to the transfer shaft. The third planetary gear set includes a seventh element fixedly connected to the combination of the first and fourth elements, an eighth element variably connected to the transmission housing, and a ninth element fixedly connected to the third element while being connected to the transfer shaft to transmit power thereto. A plurality of friction elements are provided to realize the variable connections.

Growing community of inventors

Suwon, South Korea

Jong-Sool Park