JPS5877957A - Oil pressure distributor - Google Patents

Abstract

PURPOSE:To make a hydraulic controller lighter and smaller by a method wherein valves shift control valves are employed so that the operation of three shift valves are operated with two solenoid valves. CONSTITUTION:As spools 59 and 60 of two solenoid valves 37, 38 move to the right, first - third distribution control oil paths 51-49 communicates with an oil drain path 48 to obtain the first speed shift. When the solenoid valve 37 is driven, a first hydraulic feed path 52 communicates with the first distribution control oil path to obtain the second speed shift. When both the solenoid valves 37 and 38 are driven, the first hydraulic feed path 52 cmmunicates with the first and second distribution control oil paths to obtain the third speed shift. When the solenoid valve 38 alone is driven, the first hydraulic feed path 52 communicates with all of the first - third distribution control paths 51-49 to obtain the fourth speed shift.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a device that enables switching of 411 [class hydraulic circuits] by controlling the positions of three spools by opening and closing operations of two solenoid valves, It is suitable as a shift control valve for a transmission.

BACKGROUND OF THE INVENTION With the automation of various industrial equipment, hydraulic control devices are being used in addition to electrical and mechanical control devices as they have excellent reliability and durability. This hydraulic control device often incorporates a hydraulic switching valve that switches the hydraulic circuit. In this case, K, which uses a solenoid valve to switch a large-flow hydraulic circuit, requires a large-capacity solenoid, which is not only expensive and uneconomical, but also disadvantageous from a space-saving perspective.

Therefore, conventionally, a solenoid valve is used as a pilot valve to operate a large capacity hydraulic switching valve, but in order to control multiple hydraulic switching valves, k is a solenoid valve as many as the number of hydraulic switching valves. This may cause problems in terms of cost and space.

For example, in recent years, the design policy for internal combustion engine vehicles has focused almost entirely on improving fuel efficiency, so hydraulic control devices for automatic transmissions are also required to be lighter and space-saving, and the number of gears has increased. It's being left out of nowhere. For this reason, it is necessary to incorporate a plurality of shift valves and at the same time use a number of solenoid valves corresponding to the number of shift valves, which complicates the structure and conflicts with the aim of reducing weight and saving space. It was put away.

The present invention was developed in view of the fact that conventional hydraulic control equipment equipped with a plurality of large-capacity hydraulic switching valves had become large and expensive. l Designed to enable the three shift valves built into an automatic transmission of an automobile that provides a four-speed forward gear ratio to be operated by two solenoid valves, making it possible to reduce the weight and size of hydraulic control equipment at low cost. The purpose is to provide a hydraulic distribution device.

The structure of the hydraulic distribution device of the present invention that achieves the above object includes a first spool and a second varnish spool that are slidably fitted into a hole formed in a valve body and that face each other, and two varnish spools. a third spool that has a land and is slidably fitted into the hole between the first spool and the second varnish spool, and is applied with a pressing force toward the first spool; and the third varnish spool. and the third spool between the oil drain passage and the three distribution control oil passages that are connected to the KJI in the hole, and the oil drainage passage and the three distribution control oil passages that are connected to a hydraulic pressure supply source, or a first hydraulic pressure supply path that communicates with the hole between the two lands of the third spool; and a first hydraulic oil supply path that controls the supply and discharge of pressure oil into the hole between the first and third spools. It consists of a solenoid valve and a second solenoid valve that controls supply and discharge of pressure oil for pressing the first spool and the second spool toward the third spool.

Hereinafter, an embodiment in which the hydraulic distribution device according to the present invention is applied to a hydraulic control device for an automatic transmission of an automobile capable of obtaining four forward speed gear ratios will be described below. Fig. 1 shows a schematic system of the entire system and a schematic structure of the main parts. This will be explained in detail with reference to FIG.

As is clear from Fig. 1, the basic structure of this hydraulic control device is well known, and the conventional one can also be used for the word lane 9 (word lane 9), so the structure enclosed by the dashed line in Fig. 1 is However, explanations of members other than those of the present invention have been simplified as much as possible to avoid redundancy.

The output of an engine (not shown) is transmitted via a torque converter 11 or a direct coupling clutch 12 having a predetermined slip/rub ratio to a transmission gear train (not shown) capable of achieving four forward speeds and one reverse speed. Front clutch incorporated in the transmission gear train 13. The rear clutch 14, 4-speed clutch 15, kickdown brake 16, and low reverse brake 17 are each friction engagement devices, and hydraulic pressure for operating them is obtained from an oil pump 18. Then, a select lever on the driver's seat (not shown) and Da*Lh (described later)
The respective frictional engagement devices 13 to 17 are selectively engaged in accordance with the operation of an auxiliary switch for selecting t2eL and the driving state of the vehicle detected by various driving state detection devices, and various speed changes are performed. The steps are automatically achieved. The selection patterns in this case are P (parking) and R (reverse).

N (neutral), Da (four forward automatic transmission), Di (three forward automatic transmission), 2 (two forward automatic transmission).

L (fixed series), select lever is P, R
.
The structure is such that 2 tDa and Da are selected.

The hydraulic control device shown in FIG. 1 discharges oil from an oil reservoir 19 through an oil filter 20 and from an oil pump 18! Transfer the oil to the torque converter 11. Direct clutch 12. Front clutch 13. Rear clutch 14. Kickdown brake 16. Low reverse brake 17, 4-speed clutch 15
In order to operate each hydraulic piston (not shown), the hydraulic pressure supplied to each hydraulic chamber is controlled according to the operating state, and the pressure regulating valve 21. Torque converter control valve 22.
Direct coupling clutch control valve 23° pressure reducing valve 24. Shift control valve 2
59 manual valve 26° l speed - 2nd speed shift valve 27, 2nd speed - 3rd speed, 4th speed - 3rd speed shift valve 28. ND control valve 29, 4-speed clutch control valve 30. Hydraulic pressure adjustment valve during gear shifting 31°N-R
Control valve 32. Rear clutch control valves 33 are connected to each other via oil passages. Further, two electromagnetic valves 35 and 36 of the type that are closed when not energized and whose opening/closing duty is controlled by the computer 34 are connected to the direct clutch control valve 23. Hydraulic adjustment valve 3
Two electromagnetic valves 37 and 38 are attached to the shift control valve 25, and the opening and closing of the bookstore are controlled by an auxiliary switch via the computer 34.

The shift control 1-up 25 is controlled by a combination of opening and closing of two electromagnetic valves 37 and 38 to obtain each of the four forward gears. A third spool 43 having lands 41 and 42 with different diameters is located between the first spool 39 and the second varnish spool 40, which face each other.
-44, each of which is slidable in a hole 45 drilled in the hole 45.

The reciprocating range of the first spool 39 and the second varnish spool 40 is determined by a stopper 46.47 formed in the hole 45, and the third spool 43 is
The first spool is always pressed at 39 degrees due to the difference in pressure receiving area. In this case, the third spool 43 may be suppressed to the first spool 7'-39@ via a spring.
, a third distribution control oil passage 49 communicating with the 4th speed clutch control valve 3o and the rear clutch control valve 33, 2nd speed, 3rd speed, and 4th speed.
A second distribution control oil passage 50 communicates with the third speed shift valve 23 and the fourth speed clutch control valve 30, and the first and second speed shift valves 27 and 4.
A first distribution control oil passage 5 communicating with the speed clutch control valve 30
A manual valve 26IIC is connected between the two lands 41 and 42 of the third spool 43, and a first hydraulic pressure supply path 52 from which hydraulic pressure is supplied is connected to the hole 45.
It is formed in such a way that it is in constant communication with the Further, a second hydraulic pressure supply path 53 branching from the first hydraulic pressure supply path 52 communicates with a hole 45 between the first spool 39 and the second varnish spool 40, and has an orifice 54 formed therebetween. Further, the third hydraulic pressure supply path 55 connected to the first hydraulic pressure supply path 52 branches into two in the middle, each opening at both ends of the hole 45.
An orifice 56 is formed in the middle. The solenoid valve 37 connects the boat 5-7 and the -t-refrigerator 5 of the second hydraulic supply path 53.
4 and 5, the solenoid valve 38 is connected to the third hydraulic pressure supply path 55.
It is interposed between the two boats 5B and the orifice 56.

Therefore, when the manual valve 21- is in the position D and hydraulic pressure is being supplied from the first hydraulic pressure supply path 53 to the shift control valve 25, the reciprocal valve 21-! By operating the solenoid valves 37 and 38 via the 1st speed-2nd speed shift valve 27, 2nd speed-3rd speed, 4th speed-3rd speed shift valve 28°, 4th speed clutch 2ch control valve 30. It becomes possible to control the operation of the rear clutch control valve 33. In other words, the spools of the two solenoid valves 37 and 38 are 59°6
0 moves to the right in FIG.
First, the pressure oil in the second hydraulic supply path 53 and the third hydraulic supply path 55 is drained, but due to the difference in pressure receiving area of the lands 41 and 42 of the third spool 43 due to the pressure oil from the first hydraulic supply path 52. The third spool 43 moves to the right end as shown in the figure while pushing the first spool 39, and the third varnish spool 40 also moves to the left side in the figure due to the pressure oil from the first to third distribution control oil passages 51,50°49. Move to.

Therefore, the first to third distribution control oil passages 51 to 49 and the oil drain passage 4
8 are in communication with each other, and the first oil pressure supply path 52 and the first to third distribution control oil paths 51 to 49 are cut off, so that the supply of oil pressure to the first to third distribution control oil paths 51 to 49 is interrupted. It becomes stopped. Although oil is also drained from the first hydraulic supply path 52 by opening the electromagnetic valves 37 and 38, the third spool 43 continues to maintain the position shown in the figure due to the difference in pressure receiving slope area between the lands 41 and 42. As a result, the suya clutch 14. The low reverse brakes 17 are activated to achieve the l-speed gear position. When only the spool 60 of the electromagnetic valve 38 is closed (41JI"), the pressure oil from the manual valve 26 flows into the third hydraulic supply path 55 via the first hydraulic supply path 5:l, and the first spool 39 is closed to the land 41°. It moves together with the third spool 43 until it comes into contact with the stopper 46 against the difference in the pressure receiving area of the pressure oil of 42, and at the same time the third varnish spool 40
moves until it comes into contact with the stopper 47. This is from K.
The small-diameter land 42 of the third spool 43 moves between the first distribution control oil passage 51'' and the second distribution control oil passage 5o, and the first hydraulic pressure supply passage 52 and the first distribution control oil passage 51 communicate with each other. then 1
In order to operate the 2nd speed shift valve 27, the rear clutch 14 and the kickdown brake 16 are respectively activated.
The next gear is achieved. Also, the sprue λ5 of the solenoid valve 37
The pressure oil from the manual valve 26 also flows into the second hydraulic supply path 53 and is sent between the first spool 39 and the third spool 43, but the diameter of the first stool 39 and Large diameter 2nd 4 of third spool 43
1, the third spool 43 moves until it comes into contact with the third varnish spool 4o. From this k, the small diameter land 42 of the third spool 43 stops between the second distribution control oil passage 50 and the third distribution control oil passage 49, and the first hydraulic pressure supply passage 50
2 and the first and second distribution control oil passages 52.51 communicate with each other,
In addition to the 1st-2nd speed shift valve 27, the 2nd-3rd and 4th-3rd speed shift valves 2B also operate, so that the clutch 13.
The rear clutches 14 operate to achieve the third gear. At this time, pressure oil is also supplied to the 4-speed clutch 15 via the 4-speed clutch control valve 30, and this 4-speed clutch 15 is also engaged, but at 3rd speed or higher, the transmission is directly connected. There is no problem in visiting because it is based on the following. Furthermore, is this the situation?

Then, when the school 6o of the solenoid valve 38 is removed by 4 times, the third hydraulic supply path 55 is drained and the first spool 39 and the second spool 40 are separated from each other. As the second varnish spool 40 moves, the third varnish spool 43 also moves to the third varnish spool 4 at the same time due to the pressure oil from the second hydraulic supply path 53.
0 and the small diameter land 42 stops between the oil drain passage 48 and the third distribution control oil passage 49, so that the first oil pressure supply passage 52 and the first to third distribution control oil passages 51 to 49 are connected to each other. are all connected and the l speed - 2nd speed shift valve 27° 2nd speed - 3rd speed / 4th speed -
The 3rd gear shift valve 28, 4th gear clutch control valve 30, and rear clutch control valve 33 are all operated, and pressure oil is discharged from the front clutch 13 and rear clutch 14, and the 4th gear clutch 15 and kickdown brake 16 are activated. works to achieve the gear ratio of C4 speed. In this case, the relationship between each of the frictional engagement devices 13 to 17 and the speed change/vehicle train is already well known, and in short, the present invention allows the third spool 42 to select four stopping positions using the two electromagnetic valves 37 and 38. Since it is sufficient to explain, the transmission gear train and the frictional engagement device 13
The description of the mechanical connection relationship with ~17 will be omitted.

In this embodiment, the first hydraulic pressure supply path 52 is opened between the two lands 41 and 42 of the third spool 43, but as shown in FIG. 3 showing the structure of another embodiment of the present invention. , may be formed between the drain oil passage 48 and the third distribution control oil passage 51. In this case, the third spool 43 has the second school 40.
It is necessary to provide a land 63 that comes into contact with the oil drain passage 48 and the first hydraulic supply passage 52 so that the oil drain passage 48 and the first hydraulic pressure supply passage 52 do not communicate with each other, and the electromagnetic valves 37 and 38 are of a dispersion type when not energized. Therefore, when only the solenoid valve 37 is energized, the first speed is achieved, and when the solenoid valves 37 and 38 are energized, the second speed is achieved.
3rd speed is achieved by energizing only 8, both solenoid valves 37° 3B
If not energized, the first to third distribution control oil passages 51°50.4
9 and the first hydraulic pressure supply path 51 are communicated with each other, thereby achieving four series. In the drawing, members with the same functions as those shown in FIG. When the solenoid valve 37 is de-energized, the third spool 43 is pressed toward the first spool 39 by the action of the orifice 54; You can also try to apply some preload to it.

As described above, according to the hydraulic distribution device of the present invention, it is possible to control three hydraulic switching valves at the same time by combining the opening and closing operations of two solenoid valves, and therefore the number of 'Ka valves can be reduced by one compared to the conventional method. , weight reduction and space saving can be achieved at low cost.

[Brief explanation of drawings]

FIG. 1 is a hydraulic system diagram of an embodiment in which a hydraulic distribution device according to the present invention is incorporated into a hydraulic control device for an automatic transmission of an automobile;
Fig. 2 is a mechanism principle diagram showing the concave part with dashed lines, and Fig. 3 is a mechanism principle diagram of another embodiment of this part, and 25 in the figure is the shift F control valve. , 37.38 is a solenoid valve, 39 is a first spool, 40 is a varnish spool, 41.42 is a land, 43 is a third spool, 44 is a pulp body, 45 is a hole, 48 is an oil drain path, 49 is a third distribution Control oil passage, 50 is the second distribution control oil passage, 51 is the first distribution control oil passage, 52 is the first oil pressure supply passage, 53 is the second oil pressure supply passage, 54, 56 is Oriais, 55 is the third oil pressure supply 59.60 is the spool. Patent applicant Mitsubishi Motors Corporation (1 other person) Sub-agent patent attorney Shibe Mitsuishi (1 other person)

Claims (1)

[Claims] A first spool and a second varnish spool that are slidably fitted into one hole formed in the pulp body and are opposed to each other, and have two lands between the first spool and the second varnish spool. A third spool is slidably fitted into the hole and is applied with a pressing force toward the first spool, and the third spool is sequentially communicated with the hole between the first varnish spool and the third spool. an oil drain passage connected to the three distribution control oil passages and a hydraulic pressure supply source, and within the hole between the oil drainage passage and the three distribution control oil passages or between the two lands of the third spool; a first hydraulic supply path communicating with the
a first solenoid valve for controlling supply and discharge of pressure oil into the hole between the first spool and the third spool; and a first solenoid valve for pressing the first spool and the second spool toward the third spool. A hydraulic distribution device consisting of a second solenoid valve that controls the supply and discharge of pressure oil.