JPS6044645A - Automatic control valve mechanism of oil pressure circuit device - Google Patents

Abstract

PURPOSE:To enable free and quick control for a valve body by immersing a driver made of shape memory alloy disposed on a valve body in operation oil and cooling the operation oil with an oil cooler. CONSTITUTION:A driver 30 made of shape memory alloy mounted on one end of a spool 10 of a valve body is disposed in an oil chamber filled up with operation oil in a valve body 50, and the operation oil is cooled with an oil cooler 310. In this arrangement, the operation oil is compulsorily cooled and the driver 30 made of shape memory alloy is immediately decreased in temperature less than a transformation temperature. Accordingly, free and quick control of the spool 10 can be performed.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a valve mechanism for a hydraulic circuit device that automatically controls a valve body using a shape memory alloy.

The conventional valve mechanism of a hydraulic circuit device has a complicated structure, in which the C valve body is actuated by applying hydraulic pressure controlled by a control means such as an electromagnetic solenoid valve from the other side to a valve body that is pressed in by a spring or the like from one side. It had the disadvantage of being large. In addition, the alloy has a unique transformation temperature depending on its composition, and above the transformation temperature it exhibits a fI phase (austic phase 1 to phase), which is a strong and stable form, and above the transformation temperature, it becomes flexible and easily deformed. Various flow adjustment methods using shape memory alloys as a phase have been proposed, but since all of these utilize temperature changes in the fluid itself, it is not possible to automatically change the fluid flow pattern according to input. It was difficult to use the ff1l III device as a valve mechanism.

An object of the present invention is to provide an automatic control valve mechanism for a hydraulic circuit device that advantageously combines a shape memory alloy and a heating and cooling mechanism for the shape memory alloy, and enables free control of a valve body with a simple configuration. It is in.

The automatic control valve mechanism of the hydraulic circuit device of the present invention includes a valve body installed in the hydraulic circuit and forced from one side, and a shape-memory alloy drive immersed in hydraulic oil and positioned behind the valve body. body and
It consists of a mechanism for controlling energization to the drive body (t1) and a mechanism for supplying cooling hydraulic oil around the drive body.

With the above configuration, the automatic control mechanism of the hydraulic circuit device of the present invention has the following effects.

b) Since the energization control mechanism of the shape memory alloy drive body and the cooling hydraulic oil supply mechanism are arranged on the right side, the valve body can be freely controlled.

口) Since it has a cooling hydraulic oil supply mechanism, the valve body can be returned quickly.

c) Compared to other control means such as electromagnetic solenoids, it can be converted into a control unit.

Next, the present invention will be explained based on embodiments shown in the drawings.

FIG. 1 shows a spool valve mechanism of a hydraulic circuit device, which includes a spool 10, a coil spring 20 that is loaded on one side of the spool 10 and urges the spool to the right in the figure, and a loaded load on the other side of the spool 10. A shape memory alloy drive element 30 having a coil spring shape and an oil cooler 3 are installed.
The cooled oil from 10 enters the hydraulic oil chamber 53 in which the drive element 30 is immersed through an oil passage.
A cooling hydraulic oil supply machine (?4) consisting of this cooling hydraulic oil supply oil passage 29, an old power supply, a control circuit 42, and a lead wire 43.
A control device 4 that controls energization to the drive element 30.
Consists of 0. 44 is an electrically insulating plate interposed between the valve wall 51 and the driver 30, and the tip of the lead wire 43 is inserted into the lead wire insertion hole 52 formed in the valve body 50 and the insulating plate 44. It is connected to one end of the driver 30 through the lead I! from the control device 40 when energized. I! 43, the driver 30, the spool 10, and the valve body 50 to allow current to flow to ground. Further, the driver element 30 is housed in a hydraulic oil chamber 53 with a large outlet so that the hydraulic oil can be easily replaced, and this hydraulic oil is forcibly cooled by an oil cooler so as to be below the transformation temperature of the driver element 30.

The driver element 30 has a spring shape U memorized in advance so that a load greater than that of the coil spring 20 can be obtained above the transformation temperature.

In the automatic control valve mechanism of this hydraulic circuit device, when the drive element 30 is not energized, the drive element 30 is connected to the hydraulic oil supply oil path 29.
In order to cool the hydraulic oil, the cooling hydraulic oil supply 1jl from the Δ oil cooler 310 is forcedly cooled to below the transformation temperature by the cooled oil, and the drive element 30 is cooled by the action of the coil spring 20. is easily compressed, and the spool 10 is set on the right side as shown in FIG.

When the drive element 30 is energized via the lead wire 43 by the action of the control device 40, the drive element 30L rises in temperature to a temperature higher than the transformation temperature due to the action of L Joule heat, exhibits a parent phase, and becomes a pre-memorized μ spring. In order to return to its shape, the spring load exceeds the load of the coil spring 20, and the spool 10 is set to the left in the drawing by the action of the driver 30, as shown in FIG. This changes the communication pattern of the oil passages of the spool valve. When the drive element 30 is de-energized (de-energized, the same applies hereinafter), it is cooled by the hydraulic oil that has been forcibly cooled by the oil cooler from the hydraulic oil supply oil passage 29, and the temperature immediately drops to below the transformation temperature, and the marten re-energizes. 1~
1, the spool 10 is returned to the left as shown in FIG. 1 by the spring load of the coil spring 20.

Next, an embodiment in which the automatic control valve mechanism of Hydraulic Circuit A of the present invention is utilized in a hydraulic control device for an automatic transmission for a vehicle will be described with reference to FIGS. 3, 4, and 5.

Fig. 3 shows a vehicle automatic transmission equipped with a hydraulic torque converter T, a 71-bar drive mechanism OD, and an underdrive (VJUD) with three forward stages and one reverse stage.
- The torque converter T consists of a pump 11 connected to the output shaft of the engine, an output shaft 12 of the torque converter T, a turbine 13, a stator 15 connected to a fixed part via a one-way clutch 14, and a direct coupling clutch 16. ,
1 - output of torque converter T l111112c, A - heart 5 if lHfMO[) (7) What's going on with the input shaft?

The A-bar drive mechanism OD includes frictional engagement elements such as a multi-disc clutch Co, multi-disc brakes Bo and J: and a one-way clutch Fo, and the selective engagement of these frictional engagement elements causes the components to operate as a transmission gear. A planetary gear cell t-P that is fixed to the fixed part side, or connected to the input shaft, output shaft, or other components, or released from these fixations or connections.

Consisting of

The planetary gearsera 1 to po are connected to the input shaft 12, including a key 11, a rear 21, and an overdrive 61 #ti.
A ring gear 22 is connected to the output shaft 25 of the OD, rotatably fitted onto the input shaft 25 and fixed to the transmission case via the brake 3o, and a clutch Co J5.
and one gear 23 connected to the carrier 21 via a one-way latch FO parallel to the clutch CO;
and a planetary pinion A 24 rotatably supported by the gear rear 21 and meshed with the ring gear 23a3 and the ring gear 22.

A-Birdlife machine 4vJOD output shaft 25 is 3f after 3 forward stages! - Also serves as the entry shaft for the 1st stage underdrive mechanism UD.

The underdrive mechanism [31,
B2 d3 and [33 and one-way Clara 7F1 OJ, σ
F2, front-stage planetary gears 1 to P1, and rear-stage planetary gears 1 to P2.

The rear planetary gear cellar)-P2 is connected to a ring gear 31 connected to the input shaft 25 via the clutch C1, a kitria 33 connected to the output shaft 32 of the 7-under drive mechanism UD, and a clutch C2. A sun gear connected to the input shaft 25 and fixed to the transmission case via a brake 42B1, a brake 132J3J parallel to the brake B1, and a one-way latch F1 connected in series with the brake 4282. 34, and a planetary vinyl (35) rotatably supported by the rear gear 33 and meshed with the sun gear 34d3 and the ring gear 31.

The front planetary gearsets 1 to P1 are integrated with a carrier 36 fixed to the transmission case via a brake B3 and a one-way gangway F2 parallel to the brake B3, and sun gears 34 of the rear J planetary gearlets 1 to P2. 1 number gear 37 formed in the output lllll132
The ring gear 38 is connected to the ring gear 38, and the ring gear 38 is rotatably supported by the kitria 36, and the ring gear 37 and the ring gear 3 are connected to the ring gear 38.
8 and a planetary pinion 39 meshed with the planetary pinion 39.

This automatic transmission uses a hydraulic control device, which will be explained below, to selectively engage or engage each clutch and brake, which are frictional engagement elements, according to the re-engine slots 1 to 1, vehicle speed, and vehicle running conditions. The release is performed, and automatic gear shifting of four forward stages including A-bar drive (0/D>) and one reverse gear shifting of only manual shifting are performed.

The manico of the hydraulic control device is installed in the driver's seat to drive the valve.
] The shifted shift levers (not shown) are in the following ranges: F) (park), R (reverse), N (cool 1-ral), D (drive), S (second), and L (low). Shift position SP to the right, shift 1 to position SP, gears 4th gear (4), 3rd gear (3), 2nd gear (2), 1st gear (1), and the clutch and brake positions. The operational relationship is shown in Table 1.

In Table 1, O indicates engagement of the friction engagement element, × indicates release, F (free) indicates free rotation of the one-way clutch, and L ([
1) indicates engagement of a one-way clutch.

FIG. 4 shows a hydraulic circuit of the hydraulic control device for the automatic transmission shown in FIG.

The hydraulic control device includes an A oil strainer 100 provided in the oil reservoir, a hydraulic pump 101, a pressure regulating valve (regulator valve) 130, a second pressure horn regulating valve 150, a cooler bypass valve 105, and a pressure relief valve 1 () 6. , a reverse clutch sequence valve 110, a throttle valve 200 that generates throttle pressure according to the slots I to RULAMI.
, cup 1-back valve 145, direct clutch control valve 120
, manual valve 210.1-2 shift 1~valve 220.2-
3 Shift 1 to valve 230. 3-4 Shift 1 to valve 24 (), Intermediate coast module that adjusts the oil pressure supplied to brake B1: l Rator valve 245, Low course that adjusts the oil pressure supplied to brake B3 Tomogicolator valve 250
, clutch C1 accumulator 260, clutch C2
74-Hymulator 270, brake B2 accumulator 2801, clutches C01C1, C2, and brakes BO, 81, 82, check valves for controlling the flow of pressure oil supplied to the clutches C01, C2, and brakes BO, 81, 82] Flow control valve 301.30
2.303.304.305.3061 Consists of an oil cooler 310 and oil passages that connect between each valve and the hydraulic cylinders of the clutch and brake.

In this embodiment, the valve 220.2- to the 1st to 2nd shift 1 is
The 3-shift valves 230, 3-4 shift valves 240, and the direct clutch control valve 120 are a spool valve mechanism using a shape memory alloy drive body according to the present invention.

The hydraulic oil pumped up from the oil reservoir by the hydraulic pump 101 via the A oil strainer 100 is transferred to the pressure regulating valve 13.
At 0, the oil is adjusted to a predetermined line pressure [F (line pressure) and supplied to the oil path 1.

Pressure adjustment block? , 1304J:, Spring 13 on one side
1 is provided in front of the spool 132, and the plunger +--138 is aligned with the spool 132.
--The throttle pressure applied to the small land (lower land in the figure) of 138 and the spring load by the spring 131 are transferred from the plunger p-1 from the oil passage 5 when moving backward.
The line pressure applied to the large diameter land 133 of the spool 132 (the upper land 133 in the figure) is displaced by the line pressure applied to the large diameter land 133 of the spool 132 from the other side, and the oil passage 1 1A and drain boat 1
35 is adjusted to output line pressure to the oil passage 1 according to the vehicle running condition (i).

Oil passage 1 via pressure regulating valve 130 and A refit 51
The pressure oil supplied to the second pressure regulating valve 150 via the oil passage 1A connected to , and the circulating pressure to the oil cooler 310.

The plunger valve 200 is configured such that the plunger 1 to the plunger 201 is rotated according to the amount of depression of the accelerator pedal, and the plunger 201 and the spring 204 are installed in front of the spool valve 200. The spool 202 is moved via a spring 203 between the spool 202 and the spool 202, and the line pressure supplied from the oil passage 1 is regulated to the throat 1 to 1 pressure according to the throttle level, and output to the oil passage 9.

The manual valve 210 is connected to the shift levers 1 to 1 installed on the driver's seat, and is manually operated to shift the shift lever to P (park), R (reverse), neutral (N), or D (drive) depending on the range of the shift lever. , S (second), and L (low) positions.

Table 2 shows the state of communication between oil passages 1 and 2 to 5 for each shift range of shift 1 to lever. ○ indicates the case where line pressure is supplied through communication, Indicates a state of being under pressure.

Table 2 1=22) I~Valve 220 has a spring 22 on the left side in the figure.
1 is provided at the front stage, and the spool 222 is provided with a shape memory alloy spool valve driver 5M5-1 on the side shown in the figure, and when the driver SMS, -1 is energized and the temperature is below the transformation temperature. As shown in the lower half of FIG. 2, the spool 222 is set to the left in the figure and is in the first speed position, and the drive body 5
When M5-1 is de-energized, the hydraulic oil cooled by the oil cooler 310 is conducted to the driving unit 5M5-1 through the cooling hydraulic oil supply oil passage 29Δ, and is forcibly cooled. Therefore, the spool 222 is set to the right in the figure as shown in the upper half to obtain the second speed position.Third.
In 4th gear, manual valve 210 and 2-3 shift [
~ Line pressure enters the left end oil chamber 223 from the oil passage 2C via the valve 230, and the spool 222 is fixed to the left side in the figure regardless of whether the driver 5M5-1 is transformed.

2, -3 Shift 1 - The valve 230 has a spring 2 on the left side in the figure.
The spool 232 includes a spool 232 in which a driving body SMS-2 is installed on the right side in the figure, and when the driving body 5M5-2 is de-energized, the spool 232
The hydraulic oil cooled in step 10 is conducted through the cooling hydraulic oil supply oil passage 29B and is forcibly cooled to below the transformation temperature, and is set to the right side in the figure by the action of the spring 231, reaching the 1.2nd speed position of the drive body. When 5M32 is energized, the spool 232 is set to the left in the figure and is at the -C 3rd and 4th speed position. When line pressure is supplied to the oil passage 4, line pressure is supplied to the left end oil chamber 233, and the spool 232 is in the first speed and second speed regardless of whether the drive body 5M5-2 is energized or not. Fixed to the right.

3-4 Shift I~Valve 240 has a spring 241 on one side and 7. ! 7. The spool 242 is provided with a spool 242 in which a driving body 5M5-3 is installed in front of the other side, and when the driving body 5M5-3 is energized, the spool 242 is in the 4th speed (overdrive) position on the left side in the figure. Set, driver 5M5-3
When the power is not energized, the hydraulic oil cooled by the oil cooler 310 is conducted to the cooling hydraulic oil supply oil passage 29C, and the driving body 5M5-3 is forcibly cooled to below the transformation temperature and the spring 241 acts. The spool 242 is set to the right in the figure. In addition, in the first and second speed states, the spool 232 of the 2-3 shift valve 230 is set to the right in the figure, so the manual valve 210 and the oil passage 2.
Line pressure is supplied to the left end oil chamber 244 through the 3-shift valve 230 and the oil passage 2B, so the spool 242 is moved by the line pressure and the action of the spring 241 to the driver 5M5-
Regardless of whether power is energized or de-energized to 3, the right side (3rd
speed).

The direct gangway control valve 120 has a spring 121 on one side.
The spool 122 includes a spool 122 in which a driving body 5M5-4 is provided in front of the spool 122 and a driving body 5M5-4 is provided in the front from the other side. As long as the drive body 5M5-4 is energized, the spool 122 is moved upward in the figure, and the oil passage 1Δ and the oil passage 1D communicate with each other, and the direct coupling clutch 16 provided in the 1-lux converter T is engaged. 1 to 21 Inverter T is directly connected to the 1° driver SMS 4. When the power is not supplied to the driving body SMS 4, the LC hydraulic oil is cooled by the A oil cooler 310 and is conducted through the cooling hydraulic oil supply oil passage 29D to the driving body S.
~15-4 is forcibly cooled to below the transformation temperature. While the spool 122 is positioned at the lower side in the figure due to the action of the spring 121, the oil passage 1A is connected to the oil passage 1C, and the oil passage 1A is directly connected to the lux converter T. Clutch 16 is released.

Drive body 5M5-. Electricity is supplied to 4 using the electronic control system @6, which will be described later.
00 is used when the vehicle speed or throttle interval is greater than or equal to the set value.

Driving body 5M5- made of shape memory alloy according to vehicle driving conditions
An energization control device @ (energization control mechanism) 600 controls energization and de-energization of 1.5M5-2.5M5-3.5M5-4, as shown in FIG. A shift lever position sensor 601 detects the position, a middle speed shift sensor 602 detects the middle speed, a throttle sensor 6031 that detects the shift lever position. ) An oil temperature lens 604 that detects the oil temperature in the oil tank, and a driver S lvl 8 to 1 to 5 which is an input boat from these.
Control M5-4 as shown in Table 3.

Table 3 In Table 3, ○ indicates energization, × indicates penetration, and Δ indicates whether energization or de-energization is possible, and indicates cases in which de-energization is desirable from the viewpoint of reducing power consumption and preventing the upper limit of hydraulic oil temperature. ,
◎ indicates the case where the direct clutch is engaged when energized.

Next, the operation of the hydraulic control device by manual shifting of the manual valve 210 will be explained.

When manual valve i'210 is set to N range.

As shown in Table 2, oil passage 1 does not communicate with any of oil passages 2 to 5, and as shown in Table 3, driver 5M5-1.5M5-2.5
All M5-3 are de-energized. For this reason 1-2
Shift 1 to valve 220.2-3 Shift 1 to valve 230.3-4 The spool of shift valve 240 is a shape memory alloy drive body that is forcibly cooled in cooling hydraulic oil to a transformation VA degree or higher. It is located on the right Ij in the figure due to the action of . 11, 3-4 shift 1 to valve 240 via manual valve 210
, oil passage IJi 13 and goonic valve I' flow m control valve 30
Clutch C (only + is engaged), which is directly connected to oil passage 1 via Clutch C.

When manual valve 210 is set to D range and C.

As shown in Table 2, oil pressure is supplied to the oil passage 2, and line pressure is thereby supplied via the check valve (=I flow control valve 302) and the oil passage 2E, and the forward clutch C1 is engaged.

When the vehicle starts, the driving body 5M5-1 is energized as shown in Table 3, the spools 222 of the 1-2 shift 1 to the valve 220 are located on the left side in the figure, and the oil passage 3 that communicates with the brake 81 and B2 is
C, 2H are exhausted and oil passage 4C connects to brake B3
Since hydraulic pressure is not supplied to brakes B1 and B
2, B3 is released and the vehicle runs in first gear. As shown in Table 3, when the vehicle speed reaches a preset value, the output of the J electronic control device 600 shown in FIG.
is de-energized, and the spool 22 of the 1-2 shift 1 to valve 220
2 moves to the right in the diagram and connects the valve 22 to the oil passage 2.1-2 shift 1.
Hydraulic pressure is supplied to the flow control well 306 and the oil passage 2H, the second speed brake B2 is engaged, and an upshift to the second speed I- occurs. .

For upshifting to third gear 1-, when the vehicle speed, throttle angle, etc. reach predetermined values, the output of the electronic control device 600 energizes the driver 5M5-2, and the spool 232 of the 2-3 shift valve 230 is activated. Move to the left in the figure, oil passage 2, 2-3 shift] - Valve 230, oil passage 2C, check valve (=J flow control valve 303, oil passage 21) C oil pressure is supplied to clutch C
2 are engaged. At the same time, the spool 222 of the 1-2 shift 1-valve 220 is connected from the oil passage 2C to the left end oil chamber 223.
Due to the line pressure supplied to 7'j on the left (2nd gear)
Fixed.

In the upshift 1- to the 4th speed, the drive body 5M5-3 is energized by the output of the electronic control device 600, and the spool 242 of the 3-4 shift 1~valve 240 moves in the direction f in the figure, as in the case of ``-''. The oil passage 1J connects to the drain boat 243 and receives IJI pressure, and the oil passage 1J connects to the oil passage 1 and oil pressure (Line pressure) is supplied, and the clutch CO is released and the brake BO is engaged. It is done.

When manual valve 210 is in S range.

As shown in Table 2, line pressure is supplied to oil passage 3 in addition to oil passage 2. In the 1st, 2nd, and 3rd speeds, the same shift 1 to the above D range is performed, but oil passages 3, 2-3 shift 1 to valve 23
0, oil passage 2B with a shuttle to the left end oil chamber 2 of the 3-4 shift valve 240
Since line pressure is applied to the gear 44 and the spool 242 is fixed to the left in the drawing, upshifting to the fourth gear 1 is prevented.

In addition, in the second speed, like the D range fA 2nd speed,
When line pressure is supplied from the oil passage 2 to the oil passage 2Δ via the 1-2 shift valve 220, the 2-3 shift valve 220 is supplied from the oil passage 3 to the oil passage 2Δ.
〜Valve 230, oil path 3A, 1-2 shift i〜Valve 220, oil path 3B to intermediary f1-1〜coast modulator valve 245 because line pressure is supplied to intermediate day J coast modulator Hydraulic pressure is regulated by the valve 245 and supplied to the oil passage 3C, and the second speed in which both the brake B2 and the brake B1 are constantly engaged is achieved,
In the second S range, engine braking is applied to S1 and the transmission torque capacity is increased.

In addition, when the manual valve 210 manually performs the D-S shift 1 to 4 while the manual valve 210 is running in the D position r 4th speed, the line pressure enters the left end oil chamber 244 of the 3-4 shift valve 240 as described above. If the output of the electronic control unit 600 de-energizes the driving body 5M5-2 when the downshift 1 is immediately set to 3rd gear and the deceleration reaches the scheduled speed, the 3-2 downshift I
- is produced, and a second speed with carrot brake effect is obtained.

When manual valve 210 is in range.

In addition to oil passages 2 and 3, line pressure is supplied to oil passage 4. In the 1st and 2nd speeds, the same shift as in the D range is made, but line pressure enters the left end oil chamber 233 of the oil passage 4 or 62-3 shift valve 230, and the spool 232 is fixed to the force shown in the figure. Shift 1 to third gear does not occur. In addition, the first speed is controlled by the oil pressure supplied through the oil path 4.2-3 shift 1-valve 2301 oil path 4A, low coast modulator valve 250, oil path 4B, 1-2 shift valve 220, and oil path 4C. Engage the brake B3 on the right side of the double piston of the outta bis 1 and the 1 engine brake is activated <J
: It is being used as a sea urchin. Further, at 2'a, it is the same as when the manual valve is shifted to the S range.

In addition, when driving in 3rd gear and manually shifting to the range 1~, the line pressure is introduced into the left end oil chamber 233 of the 2-3 shift l~valve 230, and the downshift 1 to 2nd gear is gradually performed.
. . . and when the speed is reduced to the expected speed, the output of the electronic control unit 600 de-energizes the driving body SMS-1, causing a 2-1 downshift 1.

As described above, the automatic control valve mechanism of the hydraulic circuit device of the present invention has the following features:
A valve body installed in a hydraulic circuit and forced from one side,
It consists of a shape memory alloy drive body immersed in hydraulic oil and installed in front of the valve body, a current control mechanism for the drive body, and a cooling hydraulic oil supply mechanism, so the valve body can be moved freely with a simple configuration. Rapid control becomes possible.

[BRIEF DESCRIPTION OF THE DRAWINGS] Figures 11 and 2 are cross-sectional views of the automatic control valve mechanism of the hydraulic circuit device of the present invention, Figure 3 is a skeletal diagram of the automatic transmission for a vehicle, and Figure 4 is a sectional view of the automatic control valve mechanism of the hydraulic circuit device of the present invention. FIG. 5 is a hydraulic circuit diagram of a hydraulic control device for an automatic transmission for a vehicle using the automatic control valve mechanism of the hydraulic circuit device of the present invention. FIG. 2 is a schematic diagram of an electronic control device that controls the control device. In the figure 30, SMS -1, SMS -2, SMS~3
．． 5lvlS-4... Shape memory alloy drive body 10.
...Spool 20...Coil spring 40...
・Electrification control device 310...Mail cooler Figure 5 S-1 MS-2 MS-3 MS-4

Claims (1)

[Claims] 1) A valve body installed in a hydraulic circuit and energized from one side, a shape memory alloy drive body immersed in hydraulic oil and provided upstream of the valve body, and a current control mechanism for the drive body. An automatic control valve mechanism for a hydraulic circuit device comprising a cooling hydraulic oil supply mechanism around a drive body.