JPH0280849A - Pressure regulating valve and throttle valve - Google Patents

Abstract

PURPOSE:To accurately control a back pressure in a pressure regulating valve for regulating oil pressure of an automatic transmission by providing a regulating screw for regulating a load in opposition to a spring for giving the load to a spool end face. CONSTITUTION:A pressure regulating valve gives a signal pressure to the end face of a spool 533 or the end face of a land 533b and moves the spool 533 in accordance with this signal pressure to regulate oil pressure. A regulating screw 551 for regulating a spring load is provided in opposition to a spring 541 which is brought into contact with one end of the spool 533 to give the load to the end face, the control an outputted back pressure as is set. Thus, a throttle pressure having no dispersion is inputted as the signal pressure of an accumulator control valve. Thereby, an accurate back pressure can be fed to the accumulator of a brake and a clutch connected to the output side of the accumulator control valve.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a pressure regulating valve and a throttle valve that can adjust spring load steplessly.

(Prior Art) Conventionally, in a pressure regulating valve that adjusts the hydraulic pressure supplied from a pressure oil supply source and outputs it to the required location, a spool is slidably disposed within the hull body, and
The position of the spool is adjusted by applying mechanical pressure or hydraulic pressure to the end face of the spool or the end face of the runt.

For example, in automatic transmissions for automobiles, multi-disc clutches or brakes are installed to engage and disengage various shafts, gears, etc. when switching gears of the automatic transmission. The power for operating these multi-disc clutches, brakes, etc., or the power for controlling them, is provided by hydraulic pressure.

Therefore, various pressure regulating valves are provided, and the supplied pressure oil is adjusted to an appropriate pressure and output to the actuator.

The above pressure regulating valve includes a primary regulator valve,
There are secondary regulator valves, throttle valves, etc. Among these, the throttle valve compresses two springs (upper and lower) in response to the degree of depression of the accelerator pedal, and moves a spool within the throttle valve to obtain a throttle pressure corresponding to the output of the engine.

The output side port of the pressure regulating valve, particularly the throttle valve, is connected to an accumulator control valve, a cut-off valve, etc., and the throttle pressure is supplied as signal pressure to these valves. The accumulator control valve and cutoff valve are regulated by pressure oil supplied from the linear solenoid valve and are used to send regulated pressure to the brake and clutch accumulators and control their back pressure.

Therefore, in order to perform a smooth shift, it is necessary to bring the throttle pressure output from the throttle valve as close to a set value as possible. Therefore, in order to adjust the set pressure of the throttle valve, an adjustment ring is provided between a spring that contacts the spool and biases the spool, and the end face of the spool, and the thickness or number of adjustment rings is By changing the spring load, the throttle pressure as set is output.

(Problem to be Solved by the Invention) However, in the pressure regulating valve or throttle valve with the above configuration, the spring load is changed by changing the thickness or number of regulating rings, so the throttle pressure is continuously adjusted. cannot be adjusted.

Therefore, accurate pressure control is not performed in the accumulator control valve and cut-off valve to which the throttle pressure is supplied as a signal pressure, resulting in variations in the back pressure of the brake and clutch accumulators. As a result, the shift may not be performed smoothly and a shock may occur when driving.

Furthermore, in order to change the throttle load, it is necessary to replace the adjustment ring, which increases the work cost.

The present invention solves the problems of the conventional pressure regulating valve and throttle valve, and continuously adjusts the throttle pressure.
It is an object of the present invention to provide a pressure regulating valve and a throttle valve that can accurately control the back pressure of accumulators of brakes and clutches to perform smooth shifts, and that have low adjustment work costs.

(Means for Solving the Problems) In order to solve the above problems, the present invention provides a spool (5
A pressure regulating valve that applies a signal pressure to the end face of the spool (33) or the end face of the land (533b), moves the spool (533) in accordance with the signal pressure, and adjusts the oil pressure.
A spring (541) that comes into contact with one end of the spring (533) to apply a load to the end face, and an adjustment screw (551) that is disposed opposite to the spring (541) and can move forward and backward to adjust the spring load. be.

A signal pressure is applied to the end face of the spool (533) or the end face of the land (533b), and the spool (533) is responsive to the signal pressure.
33) to move the throttle valve (
In 53), the discharge side port of the throttle pressure is connected to the accumulator control valve (72) to supply the throttle pressure as a signal pressure, and the port of the accumulator control valve (72) is connected to the linear solenoid valve (S4). It should be connected to the output side.

(Operation and Effects of the Invention) According to the present invention, as described above, a signal pressure is applied to the end face of the spool (533) or the end face of the land (533b), and the spool (533) is moved in accordance with the signal pressure, In a pressure regulating valve that adjusts oil pressure, a spring (541) that comes into contact with one end of the spool (533) and applies a load to the end face is used.
), and an adjustment screw (551) that is disposed so as to be movable forward and backward facing the spring (541) and adjusts the spring load.
), it is possible to control the output pressure as set.

A signal pressure is applied to the end face of the spool (533) or the end face of the land (533b), and the spool (533) is responsive to the signal pressure.
33) to move the throttle valve (
In 53), there is a spring (541) that comes into contact with one end of the spool (533) and applies a load to the end face, and an adjustment screw (541) that is disposed opposite to the spring (541) so as to be able to move back and forth and adjust the spring load. 551), the throttle pressure discharge side port is connected to the accumulator control valve (72) to supply the throttle pressure as a signal pressure, and the port of the accumulator control valve (72) is connected to the linear solenoid valve (S4). Since the throttle pressure is connected to the output side of the accumulator control valve (72), the throttle pressure without variation can be inputted as the signal pressure of the accumulator control valve (72).

and the accumulator control valve (72)
Brake (Bo) and flange (Bo) connected to the output side of
It becomes possible to supply accurate back pressure to the accumulators (68) and (69) of C1).

Furthermore, when adjusting the spring load, use the adjustment screw (5
51), the operating cost is reduced.

In the above description, each element is given a reference numeral for convenience of explanation, but these do not limit the configuration of the present invention.

(Example) Hereinafter, the pressure regulating valve and throttle valve of the present invention will be described in detail with reference to the drawings.

The automatic transmission 1, as shown in FIGS. 2 and 3,
It includes a torque converter 2, a planetary gear transmission gear mechanism 3, and a hydraulic control device 5, which are housed in a converter bousing 6, a case 7, an extension housing 9, a valve body 10, and an oil pan 11, respectively.

The torque converter 2 is equipped with a lock-up clutch 12 for improving power transmission efficiency, and the rotational power of the input member 13 is transferred indirectly through the oil flow inside the torque converter 2 or through the lock-up clutch 12. It is directly transmitted to the input shaft 15 of the transmission gear mechanism 3 by engagement.

Further, the speed change gear mechanism 3 includes an overdrive planetary gear unit 7, a front blanking gear unit 19, and a rear planetary gear unit 2.
It has a main transmission unit 21 consisting of 0.

Here, the above-mentioned overdrive planetary gear unit 1
7 is connected to the input shaft 15 and includes a carrier 24 that supports a planetary pinion 22, a sun gear 23 that surrounds the input shaft 15, and a ring gear 25 that is connected to the input shaft 26 of the main transmission unit 21.

Further, between the carrier 24 and the sun gear 23, an overdrive direct clutch C0 and a one-way clutch F are provided. is interposed therebetween, and an overdrive brake B0 is disposed between the sun gear 23 and the case 7.

Next, the front planetary gear unit 19
7 and supports the planetary pinion 28; a sun gear 30a that surrounds the output shaft 27 and is integrated with the sun gear 30b of the rear planetary gear unit 20; and a forward clutch connected to the input shaft 26. Ring gear 3 connected via C1
It consists of 1. In addition, the input shaft 26 and the sun gear 30
Direct clutch C2 is between sun gear 30a and sun gear 30a.
A second coast brake B consisting of a band brake is interposed between the case 7 and the case 7. sun gear 3
A second brake B2 consisting of multiple discs is further disposed between Oa and case 7 via one-way clutch F1.

The rear planetary gear unit 20 includes a carrier 33 that supports a planetary pinion 32, and a sun gear 30b.
, and a ring gear 35 directly connected to the output shaft 27, and between the carrier 33 and the case 7 there is a 1st &
A Rev brake B3 and a one-way clutch F2 are arranged in parallel. In addition, in FIG. 2, 36 is a hydraulic pump.

Here, as shown in FIG. 2, in the overdrive planetary gear unit 17, the boss portion 23a of the sun gear 23 extends in the axial direction, and the boss portion 23a and the carrier 24
A one-way clutch F is provided between the sleeve 24a and the sleeve 24a fixed to the one-way clutch F. is mediated.

Further, a flange portion 40 constituting a cylinder extends from the boss portion 23a, and a piston 41 is fitted into the flange portion 40 to form an overdrive direct clutch C.
0 hydraulic actuator. An overdrive brake B is provided between the inner peripheral surface of the flange portion 40 and the case 7. is arranged, and the flange portion 4
An annular flange 42 extending in the outer radial direction is fixed to the outer periphery of the 0.

A large number of holes or notches are formed in the flange portion 42, and a non-contact type sensor 45 such as a light or magnetic sensor is provided in the case 7 opposite to the holes or notches. The sensor 45 detects the rotational speed of the flange 42 that is integrated with the input shaft 15 when the Oha Drive Direct Clasochi C8 is connected, that is, when the gear is in first, second, or third gear.

On the other hand, a vehicle speed sensor 46 that detects the rotation of the output shaft 27 is installed inside the extension case 9, and signals from the vehicle speed sensor 46 and the sensor 45 are sent to the control section along with signals from other sensors. Each solenoid valve s, s2 . of the hydraulic control device 5 (see FIG. 4) to be described later.
s3. Controls s4.

Next, the hydraulic control device 5 will be explained based on FIG. 4.

In the figure, Co, C+, and Cz are hydraulic servos for each of the clutches, and Bo, B+, B2, and B3 are hydraulic servos for each of the brakes. 2 is a torque converter,
36 is a hydraulic pump, and 37 is a strainer.

Reference numeral 51 denotes a manual valve operated by the driver when shifting gears, and is connected to the shift lever in the driver's seat via a push-pull cable, and changes to each position P or R according to the movement of the shift lever.

N D 2nd, L is switched, and the line pressure bottom p is communicated with each port a, b, c, d as shown by the circle in FIG. 5, respectively.

Further, 52 is a primary regulator half that regulates line pressure by throttle modulator pressure and line pressure during reverse, and supplies oil under pressure of 8 cycles to a lock-up relay valve 57 and a secondary regulator valve 55, which will be described later.

Reference numeral 53 denotes a throttle valve, which compresses two upper and lower springs in accordance with the degree of depression of the accelerator pedal, and obtains throttle pressure corresponding to the output of the engine by means of a cutback valve 59 which will be described later. It is for.

A secondary regulator valve 55 adjusts the oil pressure from the primary regulator valve 52 to provide lubricating oil pressure, and also serves as a lock-up relay valve 57.
supply to.

56 is a lock-up control valve, which adjusts the oil pressure applied to the tip of the lock-up relay valve 57. Further, the lock-up relay valve 57 is actuated by signal hydraulic pressure from the linear solenoid valve S3 and the solenoid relay valve 58 to engage and disengage the opening/locking clutch 12 of the torque converter 2.

Reference numeral 59 is a cutback valve, which applies cant hack pressure to the throttle valve 53 to regulate the throttle pressure. The cutback valve 59 is operated by the hydraulic pressure supplied to the second coast brake B1 and the second brake B2 when the vehicle is in a position other than the L range or the R range.

Reference numeral 60 designates a 1-2 shift valve for switching between 1st and 2nd speeds, and the hydraulic pressure of a solenoid valve Sz is supplied to the tip of the valve 60. The valve 60 takes the right half position when in 1st speed and shifts to 2nd speed. .3. Takes the left half position when in 4th gear. That is, in 1st gear, it is in the right half position, and the hydraulic pressure supply to the second coast brake B3 and second brake B2 is always stopped, and the 1st & Rev is only in the range mode.
Hydraulic pressure is supplied to brake B3. Then, in 2nd gear, the above valve is in the left half position,
Hydraulic pressure from the manual valve 51 is now supplied to the second brake B2. Further, in the 2nd and L ranges, the hydraulic pressure is received from a 2-3 shift valve, which will be described later, and is supplied to the second coast brake B1 via the second coast modulator valve 66.

Further, 61 is a 2-3 shift valve that switches between 2nd speed and 3rd speed, and the hydraulic pressure of solenoid valve S1 is supplied to the tip of the valve 61, and the valve 61 is in the right half position at 1.2 speed. , and assumes the left half position when in 3rd and 4th gears. That is, the supply of hydraulic pressure to the direct flange C2, which was stopped at the 1st and 2nd speeds, is started when the valve is in the left half position at the 3rd speed.

Reference numeral 62 is a 3-4 shift valve that switches between 3rd and 4th speeds, and the tip of the valve 62 is supplied with hydraulic pressure from a solenoid valve S2.
2. It takes the right half position when in 3rd gear, and the left half position when in 4th gear. In other words, the hydraulic pressure to the Oha Drive Direct Clasoji C6 that was supplied at 1.2.3rd gear is no longer supplied because the valve is in the left half position in 4th gear, while at 1.2.3rd gear. Overdrive brake B that had been stopped. Hydraulic pressure will now be supplied to.

Reference numeral 63 denotes a rehearse inhibit valve that is activated when the solenoid valve S2 is opened when the vehicle speed is, for example, 9 km/h or more, and stops the hydraulic pressure to the direct flange C2.

Further, 65 is a low coast modulator valve, and 66 is a second coast modulator valve that is operated when applying the engine brake.

Each clutch C above. ,C. , C2 and brake Bo, B
2 are each provided with an accumulator. That is, 67 is an accumulator for C0, 68 is an accumulator for C1, and 69 is B. 70 is an accumulator for C2, and 71 is an accumulator for B2. B above. Accumulator 69 for C2, Accumulator 7 for C2
Each back pressure chamber 69a, 7 of the accumulator 71 for 0 and B2
An accumulator control valve 72 is provided to regulate the hydraulic pressure communicated with 0a and 71a as well as the low coast modulator valve 65 and the second coast modulator valve 66.

As mentioned above, S and B2 are solenoid valves that switch and control the 1-2 shift valve 60, 2-3 shift HALPRO 1, and 3-4 shift valve 62, and B3 and B4 are linear solenoid valves. Then, the hydraulic pressure regulated by the solenoid modulator valve 73 is supplied.

The output side of the linear solenoid valve S4 is connected to the accumulator control valve 72. The accumulator control half 72 receives the throttle pressure adjusted by the throttle valve 53 as a signal pressure, adjusts the line pressure using the output pressure of the linear solenoid valve S4, and sends it to the cut-off valve 75. Accumulator 68 and B for C1. It is sent to the accumulator 69 for use.

Further, 74 is an orifice control valve, and 75 is a cut-off valve. a Pig cut-off half 7
5 assumes two positions in response to a hydraulic signal corresponding to the acceleration/deceleration state of the vehicle. The output side of the cant-off valve 75 is connected to the CO accumulator 57, so that its back pressure can be controlled.

-1- In the hydraulic pressure distribution control circuit, the overstroke prevention device for the pressure regulating valve of the present invention has a configuration as shown in FIG.

That is, the throttle valve 53 consists of a valve chamber 531, a plunger 532 that slides within the valve chamber 531, and a spool 533, and a sleeve 534 is disposed in the portion on which the plunger 532 slides. The valve chamber 531 has a primary regulator valve 52 (
Port 1- to which pressure oil regulated in Figure 4) is supplied.
g, port h for discharging oil whose pressure has been adjusted by movement of the spool 533, port i for feeding the throttle pressure of the adjusted oil to the spool 533 via the throttle 535, l'' lane port j , an input side bow)k of the power assist mechanism 536, and an output side port l of the power assist mechanism 536.The port r is connected to an oil passage 537, and a slot/nottle is connected via the cedar oil passage 537. Pressure is supplied to a cut-off valve 75 and an accumulator control valve 72.

The plunger 532 is located above the valve chamber 531 and is pressed by a cam 538 rotated by an accelerator pedal via a cable (not shown) and a cam roller 539 driven by the cam 538. The plunger 532 has a small diameter upper runt 532a and a large diameter lower land 532b which biases a spring 540.

On the other hand, the spool 533 is located below the valve chamber 531 and is connected to the plunger 533 via a spring 540.
It is pushed downward by 32. It has a large-diameter upper land 533a, a large-diameter intermediate land 533b, and a small-diameter lower land 533c, and is pressed from below by a spring 541.

The large diameter intermediate land 533b and the small diameter lower runt 53
3c, in the normal pressure control state, the lands 533b and 533c are pressed upward by the difference in area between the lands 533b and 533c in response to throttle pressure feedback from the filt hack port i.

The melons 1 to 53 are operated by depressing the accelerator pedal as described above, and therefore, especially when depressing the accelerator, the springs 540, 541, etc. act as resistance and require a large depressing force. Therefore, a power assist mechanism 536 is provided to reduce the accelerator depression force, that is, the pressing blade of the throttle valve spool. The power assist mechanism 536 includes a small diameter upper run F532a, a large diameter lower land 532b, and a sleeve 534,
An annular oil chamber 542 is formed on the outside of the sleeve 534, and an orifice 542 extending inward from the core oil chamber 542 is formed.

Throttle pressure is supplied to the oil chamber 542 through the port k, and the throttle pressure is applied to the plunge +532 through the orifice 542. Here, the plunger 53
The lower land 532b of No. 2 has a larger diameter than the upper land 532a, and the force that pushes the iJ plunger 532 downward increases due to the area difference. Therefore, a pressing blade proportional to the throttle pressure acts on the plunger 532.

Further, above the upper land 533a of the spool 533, an overstroke prevention land 545 that comes into contact with the spring 540 is integrally formed with the spring 533. On the other hand, on the valve body side, a stepped portion 546 is formed at a position corresponding to the overstroke prevention land 545, and a lower end portion 547 is located at a position separated from the stepped portion 546 by the control stroke of the throttle valve 53. The sleeve 534 is disposed therein. A recess 548 is formed between the step 546 and the sleeve 534, and the recess 54
The above-mentioned overstroke prevention land 545 moves within 8.

Here, each solenoid valve s of this automatic transmission 1,
s2. So1. S, Clutch C, CC2, Brake B. , BZ, B3 and one-way clutch F. ,F,F
2 is each position PR, R (V≧9), N, D,
The 2nd and L gears are controlled as shown in the operation table shown in FIG. 6, respectively.

That is, in 1st gear in D range or 2nd range, solenoid valve Sl is in the ON state, and as a result, overdrive direct clutch CO, one-way clutches Fo, F2, and F2' clutch C1 are engaged, and the others are disengaged. is in a state. Therefore, the overdrive planetary gear unit 17 includes an overdrive direct clutch C8 and a one-way clutch F. The rotation of the input shaft 15 is directly transmitted to the input shaft 26 of the main transmission unit 21 as it is. In the main transmission unit 21, the rotation of the input shaft 26 is transmitted via the forward clutch CI to the ring gear 31 of the front plastic regear unit 19, and further to the carrier 29 and the output shaft 27 integrated with the carrier 29.
At the same time, a leftward rotational force is applied to the carrier 33 of the rear planetary gear unit 20 via the Zang gear 30, but since this rotation is prevented by the one-way clutch F2, the planetary pinion 32 rotates on its own axis. Power is transmitted to a swing gear 35 that is integrated with the output shaft 27.

Also, when in 2nd speed in D range, solenoid valve S
, and solenoid valve S2 is turned on. As a result, overdrive direct clutch C6, one-way clutch Fo, forward clutch C
3. One-way clutch F and second brake B2
are engaged, and the others are in a released state. Therefore, the overdrive planetary gear unit 17 is in the directly connected state described above, and the rotation of the input shaft 15 is directly transmitted to the input shaft 26 of the main transmission unit 21. Further, the main transmission unit 21 is configured such that the rotation of the input shaft 26 is controlled by the forward clutch C8.
The force is transmitted to the ring gear 31 of the front planetary gear unit 19 via the planetary gear unit 19, and imparts a leftward rotational force to the sun gear 30 via the planetary pinion 28. rotation in that direction is prevented. Therefore, the planetary pinion 28 rotates while the carrier 29
rotates, and second speed rotation is transmitted to the output shaft 27 via only the front planetary gear unit 19.

Also, in 3rd gear in D range and 20d range,
Solenoid S1 is turned off and Oha Drive Direct I
- Clutch C8, one-way clutch Fo1, forward clutch C3, direct clutch C2, and second brake B2 are engaged, and the others are in a released state. Therefore, the overdrive planetary gear unit 17 is in the above-mentioned direct connection state, and the main transmission unit 21 is integrated with the front planetary gear unit 9 due to the engagement of the forward clutch CI and the direct clutch C2, and the input shaft 26 The rotation is directly transmitted to the output shaft 27.

And in the 4th gear, that is, the highest gear in the D range,
The solenoid valve S2 is also turned off, the forward clutch C1, the direct clutch C2, and the second brake B2 are in the engaged state, and the main transmission unit 21 is in the directly connected state as in the third gear, but the overdrive planetary gear unit 17 is in the engaged state. , the overdrive direct clutch C8 is released and the overdrive brake B is engaged.Therefore, the sun gear 23 is locked by the overdrive brake B, and the planetary pinion 22 is rotated while the carrier 24 is rotating. It rotates and transmits power to the ring gear 25, and the rotation of the overdrive is transmitted to the input shaft 26 of the main transmission unit 21 which is in a directly connected state.

On the other hand, during downshifting, in the case of 4-3, overdrive direct clutch C0 is engaged and overdrive brake B is engaged. is released, and in the case of 3-2, the direct clutch C2 is released, and in the case of 2-1, the second brake B2 is released.

Furthermore, when the manual valve 51 is operated to the 2nd range, the 1st and 3rd speeds are the same as in the case of the D range. In the case of the second speed state, in addition to the forward clutch C9, the overdrive direct clutch C8, and the second brake B2, the second coast brake B1 is engaged, and the sun gear 30 of the main transmission unit 21 is engaged.
lock and apply engine braking.

The 2nd speed in the L range is the same as the 2nd speed in the 2nd range described above, but in the 1st speed, the forward clutch C1 and the overdrive direct clutch C8
In addition, 1st & Rev brake B3 is engaged,
Lock the carrier 33 of the rear planetary gear unit 20 and apply the engine brake.

Next, in R range, overdrive direct clutch C8, one-way clutch F. , direct clutch C2 and brake B3 are engaged, and the others are in a released state.

Therefore, overdrive planetary gear unit 1
7 is in a directly connected state, and the main transmission unit 21 has the rotation of the input shaft 26 directly transmitted to the sun gear 30 by the direct clutch C2, and the rotation of the rear carrier 33 is locked by the brake B3.
The rotation is transmitted as reverse rotation to the ring gear 35 through the rotation of the planetary pinion 32, causing the output shaft 27 to rotate in the opposite direction. Furthermore, even if the manual valve 51 is operated in the R range, if the vehicle speed is higher than a predetermined speed, for example 9 km/h, the solenoid valve S2 is on and the direct clutch C2 is in the released state, so the rotation is reversed. Must not be. That is, the direct clutch C2 is not engaged while the vehicle is traveling at a speed higher than a predetermined speed.

Next, FIG. 7 is a view showing the throttle valve disposed in the valve body, and FIG. 8 is a perspective view of the fixing piece of the adjustment screw.

In the figure, 550 is an upper valve body in which the throttle valve 53 is disposed, and forms the valve body 10 together with a lower valve body (not shown).

A spring 541 is disposed so as to be in contact with the end of the spool 533 of the throttle valve 53.
33 is biased to the right in the figure. An adjustment screw 551 is disposed on the left side of the spring 533, and by rotating the adjustment screw 551 and moving it forward and backward, the spring load can be adjusted steplessly.

A fixing piece 553 is provided on the bolt head portion 552 of the adjustment screw 551 to prevent rotation after adjustment. The fixing piece 553 includes a flap 555 that comes into contact with an end surface 554 of the bolt head portion 552 and side flaps 557 that come into contact with both side portions 556 of the bolt head portion 552.
, a fixing flap 559 that abuts on a threaded portion 558, and a flange portion 560 formed at the tip of the fixing flap 559 is latched to an appropriate location on the upper valve body 550.

Therefore, both sides 55 of the bolt head portion 552
Since the side flap 557 that comes into contact with the adjustment screw 551 restricts the rotation of the adjustment screw 551, the spring load does not change. In addition, the fixing piece 553 of this configuration allows the adjustment screw 5
Even when the rotation of the adjustment screw 51 is restricted, the adjustment screw 55
By setting the pitch of the first screw portion 558 small, virtually stepless adjustment is possible.

When the throttle valve 53 having such a configuration is attached to the upper valve body 550 and its spring load is adjusted by rotating the adjustment screw 551, the spring 541 is placed at a predetermined position between the spool 533 and the adjustment screw 551. In order to check whether the spring 54 of the upper valve body 550 is
A position corresponding to 1 is cut out to form an opening 561.

However, the opening 561 is not connected to the upper valve body 55.
Since the upper valve body 561 is formed to open upward at the upper valve body 561, degraded oil may fall from the transmission disposed above the upper valve body 550 and accumulate in the opening 561. When metal abrasion powder or the like in the deteriorated oil gets caught in the spool 533 and the sliding portion 562 of the upper valve body 550, stain ink is generated. Therefore, the opening 56
1 is formed with a drain hole 563 that extends downward through a separator and a lower valve body (not shown).

The degraded oil that has fallen from the transmission and accumulated in the opening 561 flows downward through the drain hole 563 and is accommodated in the oil pan 11 (see FIG. 2).

Note that the present invention is not limited to the above embodiments,
Various modifications are possible based on the spirit of the present invention, and these are not excluded from the scope of the present invention.

For example, in the embodiments of the present invention, a throttle valve is described, but the present invention can also be applied to other pressure regulating valves such as a primary regulator valve and a secondary regulator valve.

[Brief explanation of the drawing]

Fig. 1 is a sectional view of a pressure regulating valve and a throttle valve showing an embodiment of the present invention, Fig. 2 is an overall sectional view of an automatic transmission to which the invention is applied, Fig. 3 is a schematic configuration diagram thereof, and Fig. 4 is a circuit diagram showing the hydraulic control device, Fig. 5 is an operation diagram of the manual valve in each range, Fig. 6 is a diagram showing the operating state of the solenoid valve, clutch, brake, and one-way clutch in each range, Fig. 7 is FIG. 8 is a perspective view of the fixing piece of the adjustment screw. 1... automatic transmission, 2... torque converter, 3...
...Transmission gear mechanism, 5...Hydraulic control device, 6...Converk housing, 7...Case, 10...Valve body, 11...Oil pan, 12...Lock-up clutch, 17. OHA drive planetary gear unit, 19.. Front plastic Z, clear gear unit, 20.. Rear planetary gear unit, 21.. Main transmission unit, 51.. Manual valve, 52.. Primary regulator HARTS, 53. ... Throntle valve, 55 ... Secondary regulator valve, 60
...1-2 shift valve, 61...2-3 shift half, 62...3-4 shift valve, 65...Low coast modulator valve, 66...Second coast mosh lake valve, 73...・Solenoid modulator valve, 75...Cutoff valve, 532・
...Plunger, 533...Spool, 534...
Sleeve, 536... Power assist mechanism, 540.
541... Spring, 543... Orifice, 5
48... recess, 550... amplifier half body,
551... Word circumference adjustment screw, 553... Fixing piece, 561
... opening, 563... train hole. Patent applicant: Aisin AW Co., Ltd.
given name)

Claims (2)

[Claims] (1) In a pressure regulating valve that applies a signal pressure to the end face of the spool or the end face of the land, moves the spool according to the signal pressure, and adjusts the oil pressure, a spring that contacts one end of the spool and applies a load to the end face. . A pressure regulating valve, characterized in that it is provided with an adjusting screw that is disposed so as to be movable forward and backward facing the spring, and that adjusts the spring load. (2) In a throttle valve that applies a signal pressure to the end face of the spool or the end face of the land, moves the spool according to the signal pressure, and adjusts the oil pressure, a spring that comes into contact with one end of the spool and applies a load to the end face; An adjustment screw is disposed facing the spring so as to move forward and backward and adjusts the spring load, and a throttle pressure discharge side port is connected to an accumulator control valve to supply the throttle pressure as a signal pressure. A throttle valve characterized in that a port of an accumulator control valve is connected to an output side of a linear solenoid valve.