Hydraulic control systems for dual clutch transmissions

The present disclosure relates to hydraulic control systems and more particularly to hydraulic control systems and their components for dual clutch transmissions.

The statements in this section merely provide background information related to the present disclosure and may or may not constitute prior art.

In automotive transmission art, the dual clutch transmission (DCT) is a relatively new concept. A typical dual clutch transmission configuration includes a pair of mutually exclusively operating input clutches which drive a pair of input shafts. The input shafts may be disposed on opposite sides of an output shaft or may be disposed concentrically between spaced-apart output shafts. One of each of a plurality of pairs of constantly meshing gears which provide the various forward and reverse gear ratios is freely rotatably disposed on one of the shafts and the other of each pair of gears is coupled to one of the other shafts. A plurality of synchronizer clutches selectively couple the freely rotatable gears to the associated shaft to achieve forward and reverse gear ratios. After the synchronizer clutch is engaged, the input clutch associated with the input shaft having the engaged synchronizer clutch is applied to transmit power through the transmission. Reverse gear is similarly achieved except that it includes an additional (idler) gear to provide torque reversal.

Dual clutch transmissions are known for their sporty, performance oriented operating characteristics which mimic those of a conventional (manual) transmission. They also typically exhibit good fuel economy due to their good gear mesh efficiency, ratio selection flexibility, reduced clutch losses and the lack of a torque converter.

There are several design considerations unique to dual clutch transmissions, for example, the input clutches must be of relatively large size because of heat generated during clutch slip. Furthermore, such heat generation typically requires correspondingly larger and more complex cooling components capable of dissipating relatively large quantities of heat. Finally, because such transmissions typically have many sets of axially aligned, meshing gears, their overall length may limit their use to certain vehicle designs.

Control of the input clutches and selection and engagement of a particular gear by translation of a synchronizer and associated positive clutch is typically achieved by a hydraulic control system. Such a system, itself under the control of an electronic transmission control module (TCM), includes hydraulic valves and actuators which engage the synchronizers and gear clutches. Optimum operating efficiency and thus fuel efficiency and minimal heat generation can be achieved by designing such hydraulic control systems to exhibit low leakage and positive control characteristics. The present invention is so directed.

The present invention comprehends two embodiments of a hydraulic control system for a dual clutch transmission having three countershafts, a third, idler shaft and five shift rails and hydraulic actuators. The hydraulic control systems include a regulated source of pressurized hydraulic fluid including a pump, a filter and an accumulator, a pair of pressure control valves and a branching hydraulic circuit including pressure or flow control valves, spool or logic valves and two position valves which collectively supply and exhaust hydraulic fluid from a plurality of shift actuators. The actuators are connected to shift rails which include shift forks and are slidable to engage synchronizers and positive clutches associated with the various gear ratios.

The embodiments incorporate two essentially independent control systems supplied with hydraulic fluid through two independently operating valves. The two independent control systems are associated with the input clutch operators and the gear shift logic valves and actuators. When the transmission is operating in a normal ascending or descending gear selection sequence, this configuration permits pre-staging or pre-selection of a gear associated with one countershaft while a gear associated with the other countershaft is engaged and transmitting torque. Furthermore, if a component or components associated with one countershaft fail, the other countershaft and the alternating (i.e., first, third, fifth) selection of gear ratios it provides will still be fully operational—a highly desirable failure mode.

The hydraulic control systems according to the present invention are less complex and expensive relative to competing systems, provide improved control through interconnected logic valves which reduce the likelihood of engaging a wrong or multiple gears and provide reduced energy consumption by allowing shut-down of portions of the control system during steady state operation. Certain embodiments of the control system utilize pairs of pressure or flow control valves to control pressure on both sides of shift actuator pistons which provides better control and improved shifts.

Thus it is an object of the present invention to provide a hydraulic control system for a dual clutch automatic transmission.

It is a further object of the present invention to provide a hydraulic control system for a dual clutch transmission having a plurality of spool or logic valves and hydraulic actuators.

It is a still further object of the present invention to provide a hydraulic control system for a dual clutch transmission having a plurality of two position solenoid valves (on-offs), spool valves and hydraulic actuators.

It is a still further object of the present invention to provide a hydraulic control system for a dual clutch transmission having a plurality of flow or pressure control valves, two position solenoid valves, logic or spool valves and hydraulic actuators.

It is a still further object of the present invention to provide a hydraulic control system for a dual clutch transmission comprising two essentially independent hydraulic systems, one associated with clutch operation and the other associated with gear selection.

It is a still further object of the present invention to provide a hydraulic control system for a dual clutch transmission having a pair of input clutches associated with a pair of concentric input shafts and a pair of countershafts.

Further objects, advantages and areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.

The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.

FIG. 1 is a pictorial view of an exemplary dual clutch automatic transmission with portions broken away incorporating a hydraulic control system according to the present invention having five shift actuator assemblies;

FIGS. 2A , 2 B and 2 C are schematic flow diagrams of a first embodiment of a hydraulic control system according to the present invention for a dual clutch automatic transmission; and

FIGS. 3A , 3 B and 3 C are schematic flow diagrams of a second embodiment of a hydraulic control system according to the present invention for a dual clutch automatic transmission.

The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses.

With reference to FIG. 1 , an exemplary dual clutch automatic transmission incorporating the present invention is illustrated and generally designated by the reference number 60 . The dual clutch transmission 60 includes a typically cast, metal housing 12 which encloses and protects the various components of the transmission 60 . The housing 12 includes a variety of apertures, passageways, shoulders and flanges (not illustrated) which position and support the components of the transmission 60 . The transmission 60 includes an input shaft 14 which receives motive power from a prime mover (not illustrated) such as an internal combustion gas or Diesel engine or a hybrid or electric power plant and a single or double output shaft 16 which drives a final drive assembly 18 which may include a propshaft, a differential and drive axles. The input shaft 14 is coupled to and drives a clutch housing 62 . The clutch housing 62 , in turn, drives a pair of concentrically disposed dry input clutches, a first input clutch 64 A and a second input clutch 64 B which are mutually exclusively engaged to provide drive torque to a respective pair of concentric input members, a first or inner input shaft 66 A and a second or outer hollow input shaft or quill 66 B.

Secured to and rotating with each of the input members 66 A and 66 B are a plurality of helical or spur gears (not illustrated) which are in constant mesh with helical or spur gears which are freely rotatably disposed on a first layshaft or countershaft 68 A and a parallel, second layshaft or countershaft 68 B. Adjacent and parallel to the second countershaft is a third layshaft or countershaft 68 C. A first drive gear meshes with a first driven gear 70 A on the first countershaft 68 A. A second drive gear meshes with a second driven gear 72 A on the first countershaft 68 A. A third drive gear meshes with a third driven gear 74 A on the first countershaft 68 A. A fourth drive gear meshes with a fourth driven gear 76 A on the first countershaft 68 A. A fifth driven gear 70 B on the second countershaft 68 B meshes with a fifth drive gear 70 C on the third countershaft 68 C. The second drive gear also meshes with a sixth driven gear 72 B on the second countershaft 68 B which meshes with a seventh driven gear 72 C on the third countershaft 68 C. An eighth drive gear meshes with an eighth driven gear 74 B on the second countershaft 68 B.

Disposed either adjacent certain single gears or between adjacent pairs of gears on the countershafts 68 A, 68 B and 68 C are synchronizer clutch assemblies. Each synchronizer clutch assembly, in accordance with conventional practice, includes a synchronizer assembly which, when activated, synchronizes the speed of a gear to that of the associated countershaft and a positive clutch, such as a dog or face clutch, which positively connects the gear to the shaft. Thus, between the driven gears 70 A and 72 A on the first countershaft 68 A is a first shift actuator and synchronizer clutch assembly 80 A having a double, i.e., back-to-back, first synchronizer clutch 82 A which selectively and exclusively synchronizes and engages one of the gears 70 A and 72 A to the first countershaft 68 A. The first synchronizer clutch 82 A is bi-directionally translated by a first shift rail and fork assembly 84 A which, in turn, is translated by a first shift actuator assembly 86 A. The real time position of the first synchronizer clutch 82 A and the first shift rail and fork assembly 84 A is sensed by a first linear position sensor 88 A which preferably provides a continuous, i.e., proportional, output signal to a transmission control module TCM indicating the position of the first synchronizer clutch 82 A.

Between the fifth driven gear 70 B and the sixth driven gear 72 B on the second countershaft 68 B is a second shift actuator and synchronizer clutch assembly 80 B having a single synchronizer clutch 82 B which synchronizes and couples the driven gears 70 B and 72 B together. The second synchronizer clutch 82 B is bi-directionally translated by a second shift rail and fork assembly 84 B which, in turn, is translated by a second shift actuator assembly 86 B. The real time position of the second synchronizer clutch 82 B and the second shift rail and fork assembly 84 B is sensed by a second linear position sensor 88 B which preferably provides a continuous, i.e., proportional, output signal to the transmission control module TCM indicating the position of the second synchronizer clutch 82 B.

Between the driven gears 74 A and 76 A on the first countershaft 68 A is a third shift actuator and synchronizer clutch assembly 90 A having a double, i.e., back-to-back, third synchronizer clutch 92 A which selectively and exclusively synchronizes and engages one of the gears 74 A and 76 A to the first countershaft 68 A. The third synchronizer clutch 92 A is bi-directionally translated by a third shift rail and fork assembly 94 A which, in turn, is translated by a third shift actuator assembly 96 A. The real time position of the third synchronizer clutch 92 A and the third shift rail and fork assembly 94 A is sensed by a third linear position sensor 98 A which preferably provides a continuous, i.e., proportional, output signal to the transmission control module TCM indicating the position of the third synchronizer clutch 92 A.

Adjacent the eighth driven gear 74 B on the second countershaft 68 B is a fourth shift actuator and synchronizer clutch assembly 90 B having a single synchronizer clutch 92 B which synchronizes and couples the eighth driven gear 74 B to the second countershaft 68 B. The fourth synchronizer clutch 92 B is bi-directionally translated by a fourth shift rail and fork assembly 94 B which, in turn, is translated by a fourth shift actuator assembly 96 B. The real time position of the fourth synchronizer clutch 92 B and the fourth shift rail and fork assembly 94 B is sensed by a fourth linear position sensor 98 B which preferably provides a continuous, i.e., proportional, output signal to the transmission control module TCM indicating the position of the fourth synchronizer clutch 92 B.

Finally, between the fifth drive gear 70 C and the seventh driven gear 72 C on the third countershaft 68 C is a fifth shift actuator and synchronizer clutch assembly 90 C having a double, i.e., back-to-back, synchronizer clutch 92 C which selectively and exclusively synchronizes and engages one of the gears 72 C to the third countershaft 68 C or couples the driven gear 72 C to the drive gear 70 C. The fifth synchronizer clutch 92 C is bi-directionally translated by a fifth shift rail and fork assembly 94 C which, in turn, is translated by a fifth shift actuator assembly 96 C. The real time position of the fifth synchronizer clutch 92 C and the fifth shift rail and fork assembly 94 C is sensed by a fifth linear position sensor 98 C which preferably provides a continuous, i.e., proportional, output signal to the transmission control module TCM indicating the position of the fifth synchronizer clutch 92 C. It should be appreciated that the linear position sensors 88 A, 88 B, 98 A, 98 B and 98 C may be replaced with other sensors such as two or three position switches or open loop control with system characterization.

Additionally, a detent mechanism may be employed with each of the shift assemblies to assist obtaining and maintaining a gear or speed ratio once it is selected and to assist obtaining and maintaining the synchronizer clutch in neutral, i.e., an unengaged position. Thus, a first detent assembly 89 A may be operatively associated with the first shift actuator and synchronizer clutch assembly 80 A. A second detent assembly 89 B may be operatively associated with the second shift actuator and synchronizer clutch assembly 80 B. A third detent assembly 99 A may be operatively associated with the third shift actuator and synchronizer clutch assembly 90 A. A fourth detent assembly 99 B may be operatively associated with the fourth shift actuator and synchronizer clutch assembly 90 B and a fifth detent assembly 99 C may be operatively associated with the fifth shift actuator and synchronizer clutch assembly 90 C.

It will be appreciated that the transmission 60 illustrated and described above is laid out with four forward gears on one countershaft and the remaining (three) forward gears and reverse on two other countershafts. It is thus capable of providing seven forward speeds and reverse. Similar configurations, all deemed to be within the scope of this invention may, for example, include six forward speeds (or gears) and one or two reverse speeds (or gears) or five forward speeds and one or two reverse speeds.

It should be understood that while the present invention is directed to hydraulic control systems for dual clutch transmissions, such systems are typically controlled by sensor signals and memory, software and one or more microprocessors contained in a transmission control module TCM. Thus, the transmission control module TCM includes a plurality of inputs which receive data from, for example, the linear position sensors, the speed sensors and the pressure sensor, and a plurality of outputs which control and modulate, for example, the positions of the clutches, pressure and flow control valves, logic solenoid valves and shift rails.

Referring now to FIGS. 1 , 2 A, 2 B and 2 C, a first embodiment of a hydraulic control system for the dual clutch automatic transmission 60 described above is illustrated and designated by the reference number 2000 . The hydraulic control system 2000 includes a sump 102 to which hydraulic fluid returns and collects from various components and regions of the automatic transmission 60 . A suction line 104 which may include a filter 106 communicates with the inlet port 108 of an engine driven or electric pump 110 which may be, for example, a gear pump, a vane pump, a gerotor pump or other positive displacement pump. An outlet port 112 of the pump 110 provides hydraulic fluid under pressure in a supply line 114 to a spring biased blow-off safety valve 116 and to a pressure side filter 118 which is disposed in parallel with a spring biased check valve 120 . The safety valve 116 is set at a relatively high predetermined pressure and if the pressure in the supply line 114 exceeds this pressure, the safety valve 116 opens momentarily to relieve and reduce it. If pressure ahead of the filter 118 rises to a predetermined differential pressure, indicating a partial blockage or flow restriction when cold of the filter 118 and the possibility that insufficient hydraulic fluid may be provided in an outlet line 122 to the remainder of the control system 2000 , the check valve 120 opens to allow hydraulic fluid to bypass the filter 118 .

A second check valve 124 , in the outlet line 122 , is configured to maintain hydraulic pressure in a main supply line 126 and to prevent backflow through the pump 110 . The main supply line 126 supplies pressurized hydraulic fluid to an accumulator 130 having a piston 132 and a biasing compression spring 134 . The accumulator 130 may be one of many other designs such as gas charged. The accumulator 130 stores pressurized hydraulic fluid and supplies it to the main supply line 126 , to a main or system pressure sensor 136 and to the other components of the control system 2000 thereby eliminating the need for the engine driven or electric pump 110 to run continuously. The main pressure sensor 136 reads the delivered hydraulic system pressure in real time and provides this data to the transmission control module TCM.

It should be appreciated that the other embodiment of the hydraulic control system according to the present invention preferably includes the same hydraulic supply, filtration and control components just described. Accordingly, these components will be only briefly described in connection with the subsequent figures and embodiment, it being understood that the above description may be referenced to provide details of these components.

The first embodiment 2000 of the hydraulic control system is divided into a clutch operating portion and gear selection portion. As such, the first main supply line 126 A communicates with the inlet port 140 A of a first pressure control solenoid valve 140 . An outlet port 140 B of the first pressure control solenoid valve 140 connects to a supply line 2002 and a first manifold 2004 . The first manifold 2004 has a first branch 2004 A which communicates with an inlet port 154 A of a first electric pressure or flow clutch control solenoid valve 154 . The first clutch control solenoid valve 154 also includes an outlet port 154 B and an exhaust port 154 C which communicates with the sump 102 . The outlet port 154 B provides hydraulic fluid through an orifice 156 to the first clutch piston and cylinder assembly 160 having the cylinder 162 and the piston 164 slidably disposed therein. It should be appreciated that the orifice 156 and other orifices can be added or omitted without departing from the scope of this invention. A check valve 166 is connected between the first piston and cylinder assembly 160 and a second branch 20048 of the first manifold 2004 .

A third branch 2004 C of the first manifold 2004 communicates with an inlet port 204 A of the second electric pressure or flow clutch control solenoid valve 204 . The second clutch control solenoid valve 204 also includes an outlet port 204 B and an exhaust port 204 C which communicates with the sump 102 . The outlet port 204 B of the second clutch control solenoid valve 204 provides hydraulic fluid through an orifice 206 to a second clutch piston and cylinder assembly 210 having a cylinder 212 and a piston 214 slidably disposed therein. A check valve 216 is connected between the second piston and cylinder assembly 210 and a fourth branch 2004 D of the manifold 2004 . It should be noted the check valves 166 and 216 could be eliminated depending upon the system requirements.

The second main supply line 126 B communicates with an inlet port 190 A of a second pressure control solenoid valve 190 . An outlet port 190 B connects to a second manifold 2012 . A first branch 2012 A of the second manifold 2012 communicates with an inlet port 2018 A of a first two position (on-off) solenoid valve 2018 . An outlet port 2018 B of the first two position solenoid valve 2018 communicates with a first inlet port 2020 A of a first spool or logic valve 2020 and an exhaust port 2018 C of the first two position (on-off) solenoid valve 2018 communicates with the sump 102 .

A second branch 2012 B of the second manifold 2012 communicates with an inlet port 2022 A of a first pressure or flow control solenoid valve 2022 . The first pressure or flow control solenoid valve 2022 has an outlet port 2022 B which communicates with a second inlet port 2020 B of the first spool or logic valve 2020 . An exhaust port 2022 C of the first pressure or flow control solenoid valve 2022 communicates with the sump 102 . A third branch 2012 C of the second manifold 2012 communicates with an inlet port 2026 A of a second pressure or flow control solenoid valve 2026 having an outlet port 2026 B which communicates with a third inlet port 2020 C of the first spool or logic valve 2020 . An exhaust port is associated with each of the inlet ports 2020 A, 2020 B and 2020 C which communicates with the sump 102 . An exhaust port 2026 C of the second pressure or flow control solenoid valve 2026 also communicates with the sump 102 .

A fourth branch 2012 D of the second manifold 2012 communicates with an inlet port 2028 A of a second two position solenoid valve 2028 . An outlet port 2028 B of the second two position (on-off) solenoid valve 2028 is connected to a control port 2020 D of the first logic valve 2020 and an exhaust port 2028 C of the second two-position solenoid valve 2028 is connected to the sump 102 . A fifth branch 2012 E of the second manifold 2012 communicates with an inlet port 2032 A of a third two position (on-off) solenoid valve 2032 .

The first spool or logic valve 2020 also includes a first outlet port 2020 E which is connected by a hydraulic line 2036 to a control port 2040 B of a second spool or logic valve 2040 as well as a second port 2050 B of a second piston and cylinder assembly 2050 . A third outlet port 2020 G is connected by a line 2038 to a first inlet port 2040 A of the second logic valve 2040 . The second logic valve 2040 includes a pair of exhaust ports 2040 C and 2040 D and a first outlet port 2040 E that communicates through a line 2042 with a first port 2044 A of a first, preferably dual area piston and cylinder assembly 2044 which translates the first shift rail and fork assembly 84 A. A second port 2044 B at the other end of the first piston and cylinder assembly 2044 communicates with the fifth outlet port 20201 of the first logic valve 2020 through a line 2046 . A second outlet port 2040 F of the second logic valve 2040 communicates through a line 2048 to a first port 2050 A at the other end of the second piston and cylinder assembly 2050 which translates the second shift rail and fork assembly 84 B.

A second outlet port 2020 F of the first logic valve 2020 is connected through a line 2052 to a control port 2054 C of a third spool or logic valve 2054 and a port 2060 B at one end of a third, preferably dual area piston and cylinder assembly 2060 which translates the third shift rail and fork assembly 94 A. The sixth outlet port 2020 J of the first logic valve 2020 is connected through a line 2056 to a first inlet port 2054 A of the third logic valve 2054 which also includes a pair of exhaust ports. A first outlet port 2054 D of the third logic valve 2054 communicates through a line 2062 to a second inlet port 2064 B of a fourth spool or logic valve 2064 . A second outlet port 2054 E communicates through a line 2058 to a port 2060 A at the other end of the third piston and cylinder assembly 2060 . A fourth outlet port 2020 H of the first logic valve 2020 is connected by a line 2066 with a first inlet port 2064 A of the fourth logic valve 2064 . The fourth logic valve 2064 includes a control port 2064 C which is connected by a line 2068 to the outlet port 2032 B of the third two position solenoid valve 2032 .

The fourth logic valve 2064 includes three exhaust ports 2064 D, 2064 E and 2064 F alternating with the inlet ports 2064 A and 2064 B which communicate with the sump 102 and a first outlet port 2064 G which is connected to a port 2070 A one end of a fourth piston and cylinder assembly 2070 by a line 2072 . A port 2070 B at the other end of the fourth piston and cylinder assembly 2070 is connected to a third outlet port 2064 H by a line 2074 . The fourth piston and cylinder assembly 2070 translates the fourth shift rail and fork assembly 94 B. A second outlet port 20641 of the fourth logic valve 2064 is connected by a line 2078 to a port 2080 A at one end of a fifth, preferably dual area piston and cylinder assembly 2080 . A port 2080 B at the other end of the fifth piston and cylinder assembly 2080 is connected by a line 2082 to a fourth outlet port 2064 J of the fourth logic valve 2064 . The fifth piston and cylinder assembly 2080 translates the fifth shift rail and fork assembly 94 C. It will be appreciated that all of the piston and cylinder assemblies 2044 , 2050 , 2060 , 2070 and 2080 may include dual area pistons, if desired, or that such assemblies may include single area pistons with associated feedback and control assemblies or combinations thereof, as illustrated.

Operation of the first embodiment of the hydraulic control system 2000 essentially involves the selection of a desired gear ratio in the transmission 60 by the transmission control module TCM and selection and activation of the pressure control solenoid valves 140 and 190 to independently provide pressurized hydraulic fluid to the input clutch side or the gear shift side of the hydraulic control system 2000 , activation of the pressure or flow control solenoid valves 2022 and 2026 to provide controlled flow and pressure of hydraulic fluid to the logic valves 2020 , 2040 , 2054 and 2064 and activation of the two position solenoid valves 2018 , 2028 and 2032 to position the logic valve spools to direct pressurized hydraulic fluid flow to the correct sides of the piston and cylinder assemblies 2044 , 2050 , 2060 , 2070 and 2080 to translate the shift rails 84 A, 84 B, 94 A, 94 B and 94 C to engage the desired gear. Once this has occurred, the input clutch 64 A or 64 B associated with the countershaft 68 A, 68 B or 68 C of the selected gear is engaged by activation of one of the two piston and cylinder assemblies 160 or 210 .

A convenient example of operation may be presented by describing same with the spools of the logic valves 2020 , 2040 , 2054 and 2064 in the positions illustrated in FIGS. 2B and 2C . Activation of the first pressure or flow control solenoid valve 2022 provides hydraulic fluid to the second inlet port 2020 B of the first logic valve 2020 , through the line 2038 to the second logic valve 2040 and through the line 2042 to one end of the first piston and cylinder assembly 2044 . The first shift rail 84 A will then translate to the right (to the left in FIG. 1 ) and engage, for example, sixth gear. The shift is completed by engaging the appropriate input clutch. If, on the other hand, the second pressure or flow control solenoid valve 2026 is activated, hydraulic fluid flow occurs through the third inlet port 2020 C of the first logic valve 2020 and the line 2046 , either returning the first shift rail 84 A to neutral or moving the shift rail 84 A all the way to the left to the position illustrated in FIG. 2B to engage, for example, second gear. The choice of the center (neutral) or left position is commanded by the transmission control module TCM with linear position information from, for example, the first linear position sensor 88 A illustrated in FIG. 1 . A similar pattern of valve activation and logic valve spool translation provides the seven forward and reverse gears of the transmission 60 . For example, if the second two position solenoid valve 2028 is energized, the spool of the first logic valve 2020 translates to the left in FIG. 2B , shifting its hydraulic fluid outputs to the outlet ports 2020 F, 2020 H and 2020 J and the hydraulic circuitry illustrated in FIG. 2C .

Referring now to FIGS. 1 , 3 A, 3 B and 3 C, a second embodiment of a hydraulic control system according to the present invention is illustrated and generally designated by the reference number 2100 . The second embodiment 2100 of the hydraulic control system, as stated above, includes, in common with the other embodiment, the sump 102 , the pump 110 , the filters 106 and 118 , the accumulator 130 and the other components of the hydraulic fluid supply and thus they will not be further described. It should be noted that the filters 106 and or 118 can be omitted without departing from the scope of this invention.

Additionally, the portion of the second embodiment 2100 associated with independent operation of the two sides or sections of the transmission 60 and associated clutches 64 A and 64 B includes the main supply line 126 which bifurcates into the first main supply line 126 A and the second main supply line 126 B. The first main supply line 126 A communicates with the inlet port 140 A of the first pressure control solenoid valve 140 and the second main supply line 126 B communicates with the inlet port 190 A of the second pressure control solenoid valve 190 . The outlet port 140 B of the first pressure control solenoid valve 140 communicates with a first supply manifold 1002 and the outlet port 190 B of the second pressure control solenoid valve 190 communicates with a second supply manifold 1004 . The exhaust ports 140 C and 190 C communicate with the sump 102 .

Similarly, the second embodiment 2100 includes the components associated with activation of the first clutch 64 A, such as the electric pressure or flow clutch control solenoid valve 154 , which receives hydraulic fluid from a first branch 1002 A of the first supply manifold 1002 , the orifice 156 , the first clutch piston and cylinder assembly 160 and the first clutch pressure limit control valve 166 which communicates with a second branch 1002 B of the first supply manifold 1002 . The second embodiment 2100 also includes the components associated with activation of the second clutch 64 B, such as the second electric pressure or flow clutch control solenoid valve 204 which receives hydraulic fluid from a first branch 1004 A of the second supply manifold 1004 , the orifice 206 , the second clutch piston and cylinder assembly 210 and the second clutch pressure limit control valve 216 which communicates with a second branch 1004 B of the second supply manifold 1004 . It should be noted that the pressure control valves 166 and 216 can be eliminated depending upon the system requirements.

The second embodiment 2100 also includes a two inlet check valve 1510 disposed between and communicating with the first supply manifold 1002 and the second supply manifold 1004 . The first supply manifold 1002 or the second supply manifold 1004 having the higher pressure causes the check ball to close off the lower pressure supply manifold and allow communication between the higher pressure supply manifold and the second, main manifold 2012 . This achieves lower hydraulic fluid consumption rates and permits independent gear and clutch actuator control. However, it should be noted that instead of feeding the main manifold 2012 through the two inlet check valve 1510 , it could be connected to the higher pressure main supply line 126 without loss of functionality.

The portion of the second embodiment 2100 associated with gear selection and engagement is the same as the corresponding portion of the first embodiment 2000 illustrated in FIGS. 2B and 2C . Thus, the second embodiment 2100 also includes the first two position (on-off) solenoid valve 2018 , the first pressure or flow control solenoid valve 2022 , the second pressure or flow control solenoid valve 2026 , the first spool or logic valve 2020 , the second two position (on-off) solenoid valve 2028 , the third two position (on-off) solenoid valve 2032 , the second spool or logic valve 2040 , the third spool or logic valve 2054 and the fourth spool of logic valve 2064 .

Similarly, the first, preferably dual area piston and cylinder assembly 2044 is connected to the first outlet port 2040 E of the second logic valve 2040 by the line 2042 and to the fifth outlet port 20201 of the first logic valve 2020 by the line 2046 ; the second piston and cylinder assembly 2050 is connected to the second outlet port 2040 F of the second logic valve 2040 by the line 2048 and to the control port 2040 B of the second logic valve 2040 by the line 2036 . The third, preferably dual area piston and cylinder assembly 2060 is connected to the second outlet port 2054 E of the third logic valve 2054 by the line 2058 and to the control port 2054 C of the third logic valve 2054 by the line 2052 . The fourth piston and cylinder assembly 2070 is connected to the first outlet port 2064 G of the fourth logic valve 2064 by the line 2072 and the third outlet port 2064 H by the line 2074 . The fifth, preferably dual area piston and cylinder assembly 2080 is connected to the second outlet port 20641 of the fourth logic valve 2064 by the line 2078 and the fourth outlet port 2064 J by the line 2082 .

It will be appreciated that the hydraulic control systems according to the two embodiments of the present invention achieve significant improvements in reduced energy consumption and shift performance not only because of the incorporation of the dedicated pump and accumulator but also because of the use of pressure and flow control solenoid valves which allow the majority of the hydraulic system components to be turned off in normal, steady-state, operation. It should also be appreciated that slight variations in logic valve connections and alternate piston and shift rail connections are possible in order to adapt to different five actuator transmissions.

Additionally, these solenoid valves and the linear position sensors on each piston and cylinder shift actuator assembly which provide real time data to the transmission control module regarding the instantaneous positions of the actuators, shift rails and clutches, achieve gear selection and clutch operation that is rapid, positive and efficient without overshoot and wasted energy.

Similarly, the configurations of the two embodiments and the position feedback provided by the linear position sensors permits and facilitates rapid gear sequencing and improved, i.e., reduced, shift times.

Finally, the separation of hydraulic fluid supply and control functions into two regions or sections relating to the input clutches and the gear selection components, allows precise and independent control of engagement and operating pressures of the clutches and shift actuators.

The description of the invention is merely exemplary in nature and variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention.