JPS61105355A - Line pressure regulating valve - Google Patents

Abstract

PURPOSE:To make efficiency in an oil pump improvable so better, by limiting line pressure to only the quantity leaked through a clearance between a clearance in a fitting part between a land at one side and a valve hole, and lessening an oil leakage quantity so exceedingly. CONSTITUTION:A line pressure regulating valve 102 regulates line pressure in making this line pressure a pressure regulating signal's hydraulic pressure. A part of the line pressure fed to a port 146b is leaked to a port 146c or a drain port through a clearance between an outer diametral part of a plug spool 149 and an inner diametral part of a retainer 147, but this leaked quantity is as negligible as small. That is to say, the leaked spot is confined to this part, and the outer diameter of the plug spool 149 is small enough so that its peripheral length is short, thus oil is hard to leak out. Thus, since the leakage quantity is little, wasteful discharge flow in an oil pump is well reduced so that efficiency is improved.

Description

[Detailed description of the invention] (b) Industrial application fields The present invention relates to a line pressure regulating valve.

(b) Prior art As a conventional line pressure regulating valve, for example,
There is a regulator valve shown in Japanese Patent No. 6757.

This regulator valve causes line pressure to act on a predetermined pressure-receiving area of the spool as a pressure regulation signal hydraulic pressure, and adjusts the amount of line pressure discharged from another boat, thereby ensuring that the line pressure reaches a predetermined hydraulic pressure value. It is something to do.

(C) Problems to be Solved by the Invention However, the pressure-receiving area on which the pressure regulating signal oil pressure acts is generally not so large. (The entire area of the land at the end of the spool is not used as the pressure receiving area for the pressure adjustment signal oil pressure.) Therefore, the line pressure, which is the pressure adjustment signal oil pressure, Oil leaks from the gaps on both sides of the fitting portion of the large-diameter land on the other side, and the increased leakage amount increases oil pump loss and reduces efficiency. In addition, when the amount of leakage in the pressure regulating signal hydraulic action section of the regulator valve increases, the accuracy of line pressure control decreases, especially at high oil temperatures.The present invention solves the above problem. The object of the present invention is to provide a line pressure regulating valve that can reduce the amount of oil leakage, improve the efficiency of an oil pump, and perform highly accurate hydraulic control.

(d) Means for Solving the Problems The present invention makes the land at the end of the spool of the line pressure regulating valve a pressure regulating signal hydraulic action part, and also provides an oil drain between this land and an adjacent land. By providing a boat,
Achieve the above objectives. That is, the spool of the line pressure regulating valve according to the present invention has a small-diameter land at the end and a large-diameter land adjacent to the small-diameter land, and the line pressure acts on the end face of the small-diameter land as a pressure regulation signal hydraulic pressure, The diameter land is configured to adjust the line pressure by adjusting the gap from the port on which line pressure acts to the drain port between both lands.

(E) Function With the above configuration, the line pressure that is the pressure regulation signal oil pressure only leaks through the gap between the land on one side and the fitting part between the valve hole and the land, and the land has a small diameter. Since the circumference that causes oil leakage is also short, the amount of oil leakage is extremely small.

This reduces oil pump losses and provides more accurate line pressure control. Furthermore, since the extra land on the spool is reduced compared to the conventional one, the space required for the line pressure regulating valve can be reduced.

(F) Embodiment; FIG. 2 shows a power transmission mechanism of a continuously variable transmission. A fluid coupling 12, which is a fluid transmission device, is connected to an output shaft 10a of an engine 10. The fluid coupling 12 is equipped with a lock-up mechanism, and mechanically connects or cuts the pump impeller 12b on the input side and the turbine runner 12c on the output side by controlling the oil pressure in the lock-up oil chamber 12a. It is possible. The output side of the fluid coupling 12 is the rotating shaft 13
The zero rotation shaft 13 is connected to the forward/reverse switching mechanism 15. The zero/reverse switching mechanism 15 has a planetary gear mechanism 17, a forward clutch 40°, and a reverse brake 50. The planetary gear mechanism 17 includes a sun gear 19 and 2
It consists of a pinion carrier 25 having two pinion gears 21 and 23, and an internal gear 27.

The two pinion gears 21 and 23 mesh with each other, the pinion gear 21 meshes with the sun gear 19, and the pinion gear 23 meshes with the internal gear 27. Sun gear 19 is always connected to rotary shaft 13 so as to rotate together with it. The pinion carrier 25 can be connected to the rotating shaft 13 by a forward clutch 40. The internal gear 27 also has a reverse brake 50.
It can be fixed to a stationary part by. The pinion carrier 25 is connected to a drive shaft 14 disposed around the outer periphery of the rotating shaft 13. A drive pulley 16 is provided on the drive shaft 14 . The drive pulley 16 includes a fixed conical plate 18 that rotates together with the drive shaft 14 , and a V-shaped pulley groove formed by opposing the fixed conical plate 18 . The movable conical plate 22 is movable in the axial direction of the movable conical plate 22. The driving pulley cylinder chamber 20 is composed of two chambers 20a and 20b, and has a pressure receiving area twice that of a driven pulley cylinder chamber 32, which will be described later. The driving pulley 16 is coupled to a driven pulley 26 by a V-belt 24 in a transmission manner. The driven pulley 26 is provided on the driven shaft 28. The driven pulley 26 includes a fixed conical plate 30 that rotates together with the driven shaft 28, and a V-shaped pulley groove formed by opposing the fixed conical plate 30.
8, a movable conical plate 34 is movable in the axial direction. By these drive pulley 16, V belt 24 and driven pulley 26, ■belt type continuously variable transmission mechanism 29
is configured. A drive gear 46 is fixed to the driven shaft 28, and this drive gear 46 meshes with an idler gear 48 on an idler shaft 52. A pinion gear 54 provided on the idler shaft 52 is always engaged with the final gear 44. A pair of pinion gears 58 and 60 constituting a differential device 56 are attached to the final gear 44, and a pair of side gears 62 and 64 are engaged with the pinion gears 58 and 60.
and 64 are connected to output shafts 66 and 68, respectively.

The output shaft 10 of the engine lO is attached to the power transmission mechanism as described above.
The rotational force input from a is transmitted to the fluid coupling 12
and is transmitted to the forward/reverse switching mechanism 15 via the rotating shaft 13, and via the planetary gear mechanism 17, which is in an integrally rotating state when the forward clutch 40 is engaged and the reverse brake 50 is released. The rotational force of the rotating shaft 13 is transmitted to the drive shaft 14 in the same rotational direction, and when the forward clutch 40 is released and the reverse brake 50 is engaged, the rotational force of the rotating shaft 13 is transmitted to the drive shaft 14 in the same rotational direction. The rotational force of the rotary shaft 13 is transmitted to the drive shaft 14 with the rotation direction reversed. The rotational force of the drive shaft 14 is applied to the drive pulley 1
6. Differential device 5 via V belt 24, driven pulley 26, driven shaft 28, drive gear 46, idler gear 48, idler shaft 52, pinion gear 54 and final gear 44
6, and the output shafts 66 and 68 rotate in the forward or reverse direction. Note that when both the forward clutch 40 and the reverse brake 50 are released, the power transmission mechanism is in a neutral state. When transmitting power as described above,
Movable conical plate 22 of drive pulley 16 and driven pulley 26
The V-belt 24 is moved by moving the movable conical plate 34 in the axial direction.
By changing the radius of contact with the drive pulley 16
For example, if the width of the V-shaped pulley groove of the drive pulley 16 is expanded and the width of the V-shaped pulley groove of the driven pulley 26 is reduced, the rotation ratio of the drive pulley 16 can be changed. The contact radius of the V-belt on the side becomes smaller, and the contact radius of the V-belt on the driven pulley 26 side becomes larger, resulting in a large gear ratio. If the movable conical plates 22 and 34 are moved in the opposite direction, the gear ratio will become smaller, completely opposite to the above.

Next, a hydraulic control device for this continuously variable transmission will be explained. As shown in Fig. 1, the hydraulic control device includes an oil pump 1.
01, line pressure adjustment valve 102, manual valve 104, speed change control valve 106, adjustment pressure switching valve 108, speed change motor 110
, speed change operation mechanism 112, throttle valve 114, constant pressure regulating valve 116, solenoid valve 118. Coupling pressure regulating valve 1
20, a lock-up control valve 122, etc.

Oil pump 101 sucks oil in tank 130 through strainer 131 and discharges it into oil path 132 . The oil discharged from the oil passage 132 is supplied to the boat 14 of the line pressure regulating valve 102.
6b, 146d, and 146e, and the pressure is regulated to a predetermined line pressure as described later. The oil passage 132 is
Boat 192c of throttle valve 114 and speed change control valve 1
It also communicates with boat 172c of No. 06. Also, oil path 1
32 also communicates with the boat 204b of the constant pressure regulating valve 116. Note that a line pressure relief valve 13 is installed in the oil passage 132.
3 is provided to prevent the line pressure from becoming abnormally high.

The manual valve 104 has five boats 134a and 134b.
, 134c, 134d and 134e.
and a spool 136 having two lands 136a and 136b corresponding to the valve hole 134.

The spool 136, which is operated by a select lever (not shown) on the driver's seat, has five stop positions: P, R, N, D, and L ranges. Bo) 134a and 13
4e is a drain port, and boat 134b is oil channel 1.
42 communicates with the forward clutch 40. Note that the oil passage 142 is provided with a one-way orifice 143 that has a throttling effect only when supplying hydraulic pressure to the forward clutch 40. Further, the boat 134c is connected to the boats 192b and 192d of the throttle valve 114 by the oil passage 140.
The bow) L34d is connected to the reverse brake 50 through an oil passage 138. Note that the oil passage 138 is provided with a one-way orifice 139 that has a throttling effect only when supplying hydraulic pressure to the reverse brake 50. When the spool 136 is in the P position, the throttle valve 114 (described later)
The boat 134C is closed by the land 136a, and the forward clutch 40 is connected to the valve hole 134 through the oil passage 142.
The reverse brake 50 is drained from the drain port 134e via the oil passage 138. When the spool 136 is in the R position, the boat 134c and the boat 134d communicate between the lands 136a and 136b, and the throttle pressure of the oil passage 140 is supplied to the reverse brake 50, while the forward clutch 40 is connected to the boat 134a. It is drained after. When the spool 136 comes to the N position, the boat 13
4C is sandwiched between lands 136a and 136b and cannot communicate with other boats, while boat 13
Since both 4b and 134d are drained, the reverse brake 50 and the forward clutch 4 are
0 are drained together. When the spool 136 is in the D or L position, the boat 134b and the boat l 34c communicate between the lands 136a and 136b, and throttle pressure is supplied to the forward clutch 40, and on the other hand,
The reverse brake 50 is drained via the boat 134e. As a result, the spool 136 eventually becomes P or N.
When in the position, both the forward clutch 40 and the reverse brake 50 are released and power transmission is cut off.
When the rotational force of the rotary shaft 13 is not transmitted to the drive shaft 14 and the spool 136 is in the R position, the reverse brake 50 is engaged and the output shafts 66 and 68 are driven in the reverse direction as described above, and the spool 136 is in the D position. Or, when it is at the L position, the forward clutch 40 is engaged and the output shafts 66 and 68 are driven in the forward direction.

Although there is no difference between the D position and the L position in terms of the hydraulic circuit as described above, both positions are electrically detected and the gears are changed according to different shift patterns as described below. 110 is controlled.

The line pressure regulating valve 102 has six boats 146b, 14
A valve hole 146 having holes 6c, 146d, 146e, 146f and 146g, a spool 148 having three lands 148c, 148d and 148e corresponding to the valve hole 146, and a ring 145 fixed to the opening side of the valve hole 146. a plug spool 149 that is fitted into the inner diameter of the retainer 147 and is in contact with the end of the spool 148; a sleeve 150 that is movable in the axial direction; two springs 152 and 154 provided;
It consists of The sleeve 150 is adapted to receive a pressing force in the left direction in FIG. 1 from the pressing member 158.

The pressing member 15g is supported so as to be movable in the axial direction with respect to the valve body, and the other end thereof is engaged with a groove 22a provided on the outer periphery of the movable conical plate 22 of the drive pulley 16. Therefore, when the gear ratio increases, the sleeve 150
moves to the left in the figure, and as the gear ratio decreases, sleeve 1
50 moves to the right in the figure. Of the two springs 152 and 154, the outer spring 152 is always in a compressed state with both ends in contact with the sleeve 150 and the spool 148, respectively, but the inner spring 154 is in a compressed state when the sleeve 150 reaches a predetermined level or more in the left direction in the figure. This means that it will only be compressed when you move it to . Throttle pressure is supplied to the boat 146g from an oil passage 140, which is a throttle pressure circuit. Boat 146c is oil line 1 which is a drain circuit.
It is connected to 64. Boats 146b, 146d and 1
46e communicates with an oil passage 132 which is a line pressure circuit. The boat 146f communicates with the boat 230b of the coupling pressure regulating valve 120 via an oil passage 165. Note that the oil passage 165 is connected to the line pressure oil passage 13 via the orifice 199.
It communicates with 2. In addition, boats 146b and 146g
The inlets are provided with orifices 166 and 170, respectively. In the end, the spool 1 of this line pressure regulating valve 102
48 has two leftward forces: the force exerted by spring 152 (or the force exerted by springs 152 and 154) and the force exerted by the hydraulic pressure (throttle pressure) of 146 g on the area difference between lands 148d and 148c, and the plug. A rightward force of oil pressure (line pressure) from the boat 146b acts on the left end surface of the spool 149, but the spool 148 is moved from the boat 146d to the boat 146.
Amount of oil leaking from boat 146e to boat h146
The line pressure of the boat 146b is controlled so that the forces in the left and right directions are always balanced by adjusting the amount of oil leaking to the boat 146b. Therefore, the line pressure increases as the gear ratio increases, and the line pressure increases as the throttle pressure acting on the boat 146g increases.

Adjusting the line pressure in this way requires increasing the V-belt pressing force of the pulley as the gear ratio increases, and the higher the throttle pressure (i.e., the lower the negative pressure in the engine intake pipe), the lower the engine output torque. This is because the oil pressure is increased to increase the V-belt pressing force of the pulley and increase the power transmission torque due to friction.

The speed change control valve 106 has five boats 172a.

A valve hole 172 having 172b, 172c, 172d and 172e, and three horn lands 1 corresponding to this valve hole 172.
Spool 174 with 74a, 174b and 174c
, the spring 17 pushes the spool 174 to the left in the figure.
It consists of 5.

The boat 172b communicates with the drive pulley cylinder chamber 20 via an oil passage 176, and the boats 172a and 172e are drain ports. In addition, Bo) 17
An orifice 4 s 177 is provided at the outlet of 2a. The boat 172d is connected to the driven pulley cylinder chamber 3 via an oil passage 179.
It communicates with 2. The bow) 172c communicates with the oil passage 132, which is a line pressure circuit, and is supplied with line pressure. The left end of the spool 174 is rotatably connected to a substantially central portion of a lever 178 of a shift operation mechanism 112, which will be described later, by a pin 181. The axial cross section of the land 174b is a curve,
Because of the shape, the line pressure supplied to the boat 172c flows into the boat 172b, but some of it flows into the boat 172b.
172a, the pressure in bows 1-172b is determined by the ratio of incoming and outgoing oil. Therefore, as the spool 174 moves to the left, the line crushing clearance of the boat 172b increases and the discharge side clearance decreases, so the pressure on the boat 172b gradually increases.On the other hand, the boat 172d normally has a 172c line pressure is supplied.

The oil pressure of the boat 172b is supplied to the driving pulley cylinder chamber 20 via an oil passage 176, and the oil pressure of the boat 172d is supplied to the driven pulley cylinder chamber 32 via an oil passage 179. Therefore, when the spool 174 moves to the left, the pressure in the drive pulley cylinder chamber 20 increases and the width of the V-shaped pulley groove of the drive pulley 16 decreases, while the width of the V-shaped pulley groove of the driven pulley 26 decreases. Width increases. That is, the V-belt contact radius of the driving pulley 16 becomes larger and the V-belt contact radius of the driven pulley 26 becomes smaller, so that the gear ratio becomes smaller. On the contrary, spool 174
If you move it to the right, the effect is completely opposite to the above, and
The gear ratio becomes larger.

As described above, the lever 178 of the speed change operation mechanism 112 is connected to the spool 174 of the speed change control valve 106 at approximately the center thereof.
and via the bottle 181, but the lever 178
One end is connected to the aforementioned pressing member 158 by a pin 183, and the other end is connected to a rod 182 by a pin 185. The rod 182 is a rack 182c
This rack 182C has a variable speed motor 110.
The pinion gear 110a is engaged with the pinion gear 110a. In such a speed change operation mechanism 112, when the rod 182 is moved, for example, to the right in the figure by rotating the binion gear 110a of the speed change motor 110 controlled by the speed change control device, the shaft 178 moves the pin 183 as a fulcrum. , and moves the spool 174 of the speed change control valve 106 connected to the lever 178 to the right, thereby causing the movable conical plate 2 of the drive pulley 16 to
2 moves to the left in FIG. 1, the distance between the V-shaped pulley grooves of the drive pulley 16 becomes larger, and at the same time, the distance between the V-shaped pulley grooves of the driven boob 926 becomes smaller.
The gear ratio becomes larger. One end of the lever 178 is connected to a pin 183
Since the suppressing member 158 is connected to the pressing member 158 by the movable conical plate 22, when the suppressing member 158 moves to the left in FIG. 8-178 rotates clockwise. For this reason, the spool 174 is pulled back to the left, attempting to bring the drive pulley 16 and the driven pulley 26 into a state where the gear ratio is small. Through such operations, the spool 174, drive pulley 16, and driven pulley 26 are stabilized at a predetermined speed ratio corresponding to the rotational position of the speed change motor 110. The same is true when the speed change motor 110 is rotated in the opposite direction (the rod 182 can move beyond the position corresponding to the maximum speed ratio and further to the right in the figure (overstroke area); , the changeover detection switch 298 is activated, and this signal is input to the speed change control device), so that the speed change motor 110
When the speed change motor 110 is operated according to a predetermined speed change pattern, the speed change ratio changes accordingly.
By controlling , the speed change of the continuously variable transmission mechanism can be controlled.

Variable speed motor (in the following explanation, "step motor")
110, the rotational position of which is determined in response to a pulse number signal sent from the speed change control device. The pulse number signal from the speed change control device is given according to a predetermined speed change pattern.

The regulating pressure switching valve 108 has its valve body connected to the speed change operation mechanism 112.
It is formed integrally with the rod 182 of.

That is, the regulating pressure switching valve 108 is connected to the boats 186a, 18
It consists of a valve hole 186 having holes 6b, 186c and 186d, and lands 182a and 182b formed on the rod 182. Boat 186a communicates with oil passage 188. The boat 186b connects the solenoid valve 1 via an oil passage 190.
It communicates with 18. The boat 186c communicates with the oil passage 189. Boat 186d is a drain port.

Usually boat 186a and boat 186b are land 18
2a and 182b, but the rod 1
Boat 186a is blocked and communication between boats 186b and 188c is established only when gear ratio 82 moves beyond the position corresponding to the maximum speed ratio and into the overstroke region.

The throttle valve 114 is connected to the boats 192a, 192b, 1
A valve hole 192 having 92c, 192d, 192e, 192f and 192g and five lands 194a, 194b, 194c, 194d and 194 corresponding to the valve hole 192.
It is made up of a spool 194 having a diameter of 1.e, and a negative pressure diaphragm 198 that applies a pushing force to the spool 194. Negative pressure diaphragm 198 applies a force inversely proportional to the negative pressure to spool 194 when engine intake pipe negative pressure is lower than a predetermined value (for example, 300 mmHg) (close to atmospheric pressure), If it is higher than the value, no force is applied at all. Port) 192a is a drain port, boats 192b and 192d are in communication with an oil passage 140 which is a throttle pressure circuit, boat 192c is in communication with an oil passage 132 which is a line pressure circuit, and boats 192e and 192f are in communication with an oil passage 132 which is a line pressure circuit. The drain port (also known as bow) 192g communicates with the oil passage 189 described above. Orifices 202 and 203 are provided at the inlets of boat 192b and boat 192g, respectively. In the spool 194, the oil pressure of 192 g of the boat is applied to the land 19.
4d and the land 194e and the force due to the negative pressure diaphragm 198, which is directed to the left in the figure, and the force which is directed to the right in the figure by the hydraulic pressure of the boat 192b, which is applied to the area difference between the lands 194a and 194b. However, the throttle valve 114 uses the line pressure of the boat 192c as a pressure source and uses the boat 192e as a discharge boat to perform a well-known pressure regulating action so that the forces in both directions are balanced. is the force due to the hydraulic pressure of the boat 192g and the negative pressure diaphragm 19
Throttle pressure corresponding to the force caused by 8 is generated. The throttle pressure obtained in this way is regulated according to the negative or positive of the engine intake pipe, and therefore corresponds to the engine output torque. In other words, if the engine output torque is large,
The throttle pressure also becomes high oil pressure correspondingly. In addition,
The throttle pressure is also adjusted by the oil pressure (adjustment pressure) of the boat 192g, as will be described later.

The constant pressure regulating valve 116 is connected to the boats 204a, 204b, 2
a valve hole 204 having 04c, 204d and 204e;
A spool 206 having lands 206a and 206b, and a spring 208 that pushes the spool 206 to the left in the figure.
It consists of.

Boats 204a and 204c communicate with oil passage 209. The boat 204b communicates with an oil passage 132, which is a line pressure circuit. 204d and 204e are drain ports. There is an orifice 2 at the entrance of the boat 204a.
16 is the provision. The constant pressure regulating valve 116 has a function of regulating a constant hydraulic pressure corresponding to the force of the spring 208 by a well-known pressure regulating function, and supplying this to the oil passage 209. Note that the oil passage 209 and the aforementioned oil passages 188 and 189 are connected via choke-type throttle valves 250 and 252, respectively. In addition, a filter 2 is provided in the oil passage 209.
11 are provided.

The solenoid valve 118 has a solenoid 224 that can adjust the amount of oil discharged from the oil passage 190 into the boat 222 by a plunger 224a biased in the closing direction by a spring 225.
It is made up of.

The duty ratio of the solenoid 224 is controlled by the speed change control device, and the oil in the oil passage 190 is discharged in proportion to the amount of energization, so the oil pressure (adjusted pressure) of the oil passage 190 is controlled in inverse proportion to the amount of energization. In an idling state where the vehicle is stopped, the rod 182 moves to the overstroke region, the regulating pressure switching valve 108 is in the state shown in the lower half of FIG. 1, and the oil passage 190 communicates with the oil passage 189. Solenoid valve 11
8 acts on the boat 192g of the throttle valve 114. As a result, the throttle pressure is controlled so that the forward clutch 16 or the reverse clutch 26 is slightly engaged. 0 This throttle pressure is always supplied to the forward clutch 16 or the reverse clutch 26 before starting. As a result, a predetermined creep torque can be obtained, and the shock when selecting N, D, N4R etc. is also reduced.As soon as zero start is started, the throttle pressure increases and the forward clutch 16 or reverse clutch 26 is fully tightened. On the other hand, during normal driving, the regulating pressure switching valve 108 is in the state shown in the upper half, and the oil passage 190 and the oil passage 188 are in communication, so that the switching of the lock-up control valve 122 can be controlled by the regulating pressure as described later. becomes.

The coupling pressure regulating valve 120 is connected to the boats 230a, 23
It consists of a valve hole 230 having holes 0b, 230C1230d, and 230e, a spool 232 having lands 232a and 232b, and a spring 234 that pushes the spool 232 to the left in the figure. Boats 230a and 23
0C communicates with the oil passage 235, and the boat 230b is supplied with drained oil from the line pressure regulating valve 102 from the oil passage 165, and the boats 230d and 230e are drain ports. An orifice 236 is provided at the entrance of the bow) 230a. The coupling pressure regulating valve 120 uses the hydraulic pressure supplied from the oil passage 165 to the boat 230b as a hydraulic pressure source to regulate a constant hydraulic pressure (coupling pressure) corresponding to the force of the spring 234, and supplies this to the oil passage 235. It has the function of This coupling pressure is used as the operating pressure of the fluid coupling 12 and is also used to control the operation of the lock-up mechanism.

The lock-up control valve 122 is connected to the boats 240a, 240
b, 240c, 240d, 240e, 240f, 240
a valve hole 240 having g and 240h, and a land 242a
, 242b, 242c, 242d, and 242e. boat) 240a and boat 240g are drain ports, and boat 240a and boat 240g are drain ports.
0b communicates with the oil passage 209, and 240c -
and 240f are connected to the lock-up oil chamber 1 via the oil passage 243.
The boat 240d is connected to an oil passage 245 that communicates with the fluid coupling 12. A constant coupling pressure is supplied to the boat 240e from the oil passage 235. Boat 240h is connected to the oil passage 188 mentioned above.
It is fermented with. Bow) 240b, 240c, 240
The gate and 240h entrance each have an orifice 246.
247, 248 and 249 are provided. This lock-up control valve 122 is connected to the fluid coupling 1
2 and the lock-up oil chamber 12a. The spool 242 is connected to the land 242.
Boat 2 acting on the area difference between a and land 242b
40b of hydraulic pressure (this hydraulic pressure is a constant pressure regulated by the constant pressure regulating valve 116) and the land 242
Boat 2 acting on the area difference between b and land 242c
The switching is performed depending on the balance between the hydraulic force of the oil pressure 40c and the oil pressure (adjustment pressure) of the boat 240h acting on the end of the land 242e. When the spool 242 is in the position shown in the upper half of FIG.
e communicates between the land 242c and the land 242d,
Oil passage 2 whose pressure is regulated by the coupling pressure regulating valve 120
A coupling pressure of 35 is supplied to the fluid coupling 12. Note that a relief valve 250 is provided in the oil passage 245 to prevent abnormally high oil pressure from acting on the fluid coupling 12. In addition, when the spool 242 is in the upper half position, the boat 240f and the boat 240g
The land 242d and the land 242e communicate with each other, and the oil pressure in the lock-up oil chamber 12a is drained from the boat 240g. Therefore, the lock-up mechanism is tightened and enters the lock-up state. Conversely, the spool 242
At the position shown in the lower half of the figure, the boats 240e and 240f communicate between the lands 242d and 242e, and the coupling pressure of the oil passage 235 is supplied to the lock-up oil chamber 12a through the oil passage 243. On the other hand, the boat 240d is blocked by the land 242c and the land 242d. Therefore, the lock-up mechanism is in a released state, and the fluid coupling 12 is supplied with operating pressure from the lock-up oil chamber 12a side. The oil pressure of the fluid coupling 12 is maintained at a constant pressure by a pressure holding valve 252 provided in the oil passage 245. The oil discharged through the pressure holding valve 252 passes through the oil passage 254 to the cooler 256.
After cooling, it is used for lubrication.

Note that the oil passage 254 is provided with a cooler pressure holding valve 258, and the oil discharged from the cooler pressure holding valve 258 is returned to the suction port of the oil pump 101 through the oil passage 164. The oil passage 254 is led to the sliding portion between the pressing member 15g and the valve body, and is designed to lubricate this. Further, the oil passage 254 is connected to the oil passage 2 through an orifice 259.
35, so that the minimum required amount of oil is always supplied.

Next, the line pressure regulating valve 102 to which the present invention is applied will be further explained. As described above, the line pressure regulating valve 102 regulates the line pressure by using the line pressure acting on the end face of the plug spool 149 from the boat 146b as a pressure regulation signal hydraulic pressure, and is a part of the line pressure supplied to the boat 146b. leaks into the drain port 1146c through the gap between the outer diameter of the plug spool 149 and the inner diameter of the retainer 147, but the amount of leakage is extremely small.
This is because this is the only location where oil leaks, and since the outer diameter of the plug spool 49 is small, the circumference is short, making it difficult for oil to leak. Since the amount of leakage is small in this way, the wasteful discharge flow rate of the oil pump 101 is reduced, and efficiency is improved. Particularly in the case of a continuously variable transmission, the line pressure is set higher than in a normal variable transmission, so reducing leakage even slightly has a great effect on improving efficiency. Note that the outer diameter of 1 plug spool 149 is 7f'148c of spool 148.
, 148d, the retainer 147 is used to incorporate the spool 148 into the valve body, but the plug spool 149, which is fitted into the inner diameter of the retainer 147, and the spool 148 are constructed separately. It is. This is to allow the spool 148 and the plug spool 149 to slide smoothly even if the center of the valve hole 146 is not sufficiently concentric with the center of the inner diameter of the retainer 147. This eases the machining accuracy of the retainer 147 and facilitates manufacturing. In addition, the boat 146b and the drain port 1 to which the pressure regulation signal hydraulic pressure is supplied
46c and the line pressure boat 146d are arranged adjacent to each other in this order, and no extra drain port is provided, so that the overall length of the line pressure regulating valve 102 can be shortened.

(G) As described in detail, according to the present invention, a small-diameter land (plug spool 149) and a large-diameter land (148c) are provided adjacent to the small-diameter land (plug spool 149) at the end of the spool, and the small-diameter land is pressure-adjusted. Line pressure acts as a signal hydraulic pressure, and a drain port for pressure regulation is provided between both lands, reducing the amount of oil leakage, improving oil pump efficiency, and enabling more accurate hydraulic control. can be done.

[Brief explanation of drawings]

FIG. 1 is a diagram showing a hydraulic circuit of a hydraulic control device to which the present invention is applied, and FIG. 2 is a diagram showing a power transmission mechanism of a continuously variable transmission. 102...φ line correct pressure adjustment valve, 148...φ spool,
149/1111 plug spool, 146b ~ 146
g---port.

Claims (1)

[Claims] The spool of the line pressure pressure regulating valve has a small-diameter land at the end and a large-diameter land adjacent to it. Line pressure acts on the end face of the small-diameter land as a pressure regulation signal hydraulic pressure, and the line pressure acts on the large-diameter land. A line pressure regulating valve configured to regulate line pressure by adjusting the gap from the port on which it acts to the drain port between both lands.