JPS63285354A - Rotary valve in automatic transmission - Google Patents

Abstract

PURPOSE:To make a valve body to be reduced in its size by providing a hollow cylindrical portion which is supplied with line pressure on a spool and drain grooves on an opening holes and the side face which communicate from the hollow cylindrical portion selectively to oil paths in the valve body. CONSTITUTION:A spool 51 is rotated and driven by means of an electric motor 24. And, a line pressure oil path, a drain oil path and an oil path to each oil pressure servo are formed on the side of a valve body 50. On the other hand, a line path and a drain pressure oil path are formed at each step in such a way that the valve is divided into ten(10) parts on its circular cross-sectional surface so as to obtain ten(10) sorts of actuating condition on the side of a spool 51. And, a switching process is carried out in such a way that line pressure is supplied to either the oil pressure servo C0-C3 or B1-B4 or drained, so that ten(10) sorts of actuating condition can be obtained. Accordingly, the functions of an oil path switching valve such as a conventional manual valve and shift valve or the like are unified, so that a valve body 50 can be reduced in its size.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a rotary valve for switching oil passages by an electric motor according to a shift range in an automatic transmission a.

[Conventional technology]

The automatic transmission has a planetary gear mechanism equipped with a hydraulic torque converter and a plurality of frictional engagement devices for obtaining several gear stages, and operates the frictional engagement devices according to the driving state of the vehicle. is configured to automatically control the 't1 star gear mechanism to the most suitable speed change state for the driving condition of the vehicle at that time by switching variously. , is performed by a hydraulic control device.

Conventionally, the above-mentioned hydraulic control device has a manual valve that is linked to a manual shift lever in the passenger compartment to switch the gear range, and the manual valve is operated by an equilibrium relationship between the governor pressure that changes depending on the throttle opening and the vehicle speed. A shift valve is incorporated, and the frictional engagement device is switched to select the gear stage of the planetary gear mechanism based on the throttle opening degree and vehicle speed corresponding to each gear shift range.

[Problem that the invention seeks to solve]

However, the above-mentioned conventional automatic transmission incorporates a manual valve that changes the gear range in conjunction with the shift lever, and a shift valve that is switched depending on the throttle opening and vehicle speed. When increasing the number of gears, the number of required shift valves increases, the valve body becomes larger, and the hydraulic circuit becomes complicated.

In addition, in recent years, it has become necessary to install various information devices such as road surface condition determination, traffic information, and navigation systems in the vehicle interior, and the shift lever for operating the manual valve occupies a large area in the vehicle interior. The problem is that it occupies a large number of people.

The present invention solves the above problems, and provides a rotary valve for an automatic transmission that can integrate a conventional manual valve and a shift valve into one, make the valve body more compact, and increase the cabin space. The purpose is to

Means for Solving Problem c] To this end, the rotary valve in the automatic transmission of the present invention has a valve body that is provided with an oil passage to the hydraulic servo of the frictional engagement device in the automatic transmission, and a rotary valve that corresponds to the shift command. A hollow cylindrical portion comprising an electric motor to be controlled and a spool disposed opposite to the valve body and rotationally driven by the electric motor, the spool being supplied with line pressure, and the hollow cylindrical portion. The valve body is characterized by having an opening that selectively communicates with the oil passage of the valve body, and a drain groove on the side surface.

[Action and effect of the invention]

In the present invention, as shown in FIGS. 1 and 2, for example, a line pressure oil passage, a drain oil passage, and oil passages to each hydraulic servo are formed on the valve body 50 side, while on the other hand, on the spool 51 side, In order to obtain the 10 operating states shown in Fig. 7, the circular cross section is divided into 10 parts, a line pressure oil passage and a drain oil passage are formed for each step, and a hydraulic servo C- The line pressure is switched to be supplied or drained to any of O to C-3 and B-1 to B-4, and the R range and P range shown in FIG.
-10 operating states are obtained: 1st to 5th speeds of N range, D range, and 1st to 3rd speeds of engine brake.

Therefore, according to the present invention, the functions of conventional oil passage switching valves such as manual valves and shift valves are unified,
The valve body can be made more compact, and the shift lever can be made more compact.
In order to electrically transmit the movement of the shift lever to the valve,
It is possible to downsize the switch or replace it with a button-type switch, thereby increasing the cabin space.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings. 1st
The figure is a vertical sectional view showing one embodiment of the rotary valve in the automatic transmission of the present invention, FIG. 2 is a developed view showing one embodiment of the oil passage configuration in the rotary valve of the present invention, and FIG. A developed view showing another example of the configuration, FIG. 4 is the first
5 is a schematic diagram showing an example of an automatic transmission to which the present invention is applied; FIG. 6 is a schematic diagram showing its hydraulic control circuit; FIG. The figure is a diagram for explaining the operation of the automatic transmission shown in FIG. 5, and FIG. 8 is a schematic diagram showing the other side of the automatic transmission to which the present invention is applied.
FIG. 9 is a schematic diagram showing the hydraulic control circuit, FIG. 10 is a diagram for explaining the operation of the automatic transmission of FIG. 8, and FIG. 11 is another embodiment of the rotary valve in the automatic transmission of the present invention. FIG. 12 is a cross-sectional view showing an example, FIG. 12 is a developed view thereof, and FIG. 13 is a diagram for explaining its operation.

FIG. 5 shows a schematic diagram of a drive system of an automatic transmission to which the present invention is applied.
, a four-speed automatic transmission mechanism section 3 that constitutes a main transmission mechanism, an underdrive mechanism 4 that constitutes a sub-transmission mechanism, and a differential mechanism section 5.

The torque converter section 2 has a torque converter 6 and a lock-up clutch 7, and by engaging or disengaging the lock-up clutch 7, the rotation of the engine crankshaft 8 is controlled directly or via the torque converter 6 to the first human power shaft. I am trying to have it transmitted to 9.

The 4-speed automatic transmission mechanism 3 includes a dual planetary gear unit 10, and a first input shaft 9 is connected to a ring gear R1 via a first clutch C1 and to a sun gear S via a second clutch C1. has been done. Further, the sun gear S is directly braked by the first brake B, and rotation in one direction is restricted by the second brake B2 via the first one-way clutch F. Ring gear R2 is directly braked by third brake B, and rotation in one direction is restricted by second one-way clutch F2. Furthermore, the first input shaft 9 is connected to a ring gear Rf via a third clutch C0, and then to a counter drive gear 11.

On the other hand, the underdrive mechanism section 4 includes a single planetary unit J3 disposed on the output shaft 12, a ring gear R3 of which is connected to a counter driven gear 14 meshing with the counter drive gear 11, and a sun gear S. is regulated from rotating in one direction by a third one-way clutch F, and is braked by a fourth brake B4, and is connected to a carrier CR via a fourth clutch C1, so that the carrier CR outputs an output. It is connected to gear 15.

The five-speed automatic transmission is controlled by a hydraulic control circuit shown in FIG. That is, the pressure of oil raised by the oil pump 20 is regulated to line pressure by the regulator valve 21, and then sent to the rotary valve 22, which is a feature of the present invention. The rotary valve 22 is rotationally driven by an electric motor 24 controlled by a controller 23, and is connected to the clutch C.

~C8, and hydraulic servo C-0 of brakes 81~B4
-By supplying or draining line pressure to C-3 and B-1 to B-4, clutch C8-03 and brakes B, ~B4 are engaged or released, and the throttle opening corresponding to each shift range is performed. The controller 23 issues a command based on the engine speed and vehicle speed, and switches the frictional engagement device to select the gear position of the planetary gear and the gear mechanism. In addition,
25 is a 4-5 shift timing valve, 26 is a 5-4 shift timing valve, and 27 is a low modulator valve. As the electric motor 24, a well-known stepping motor, an ultrasonic motor, or the like is employed.

Figure 7 shows the above clutch 0 for obtaining the gear position of each range.
0 to C3 and the engaged or released state of the brakes B1 to B4, and the shift switches rRJ, rPJ,
rNJ, rDJ, rE/B1”, rE/B2J, “E/
B3" when operating R range, P-N range, D range 1st to 5th gear, engine brake 1st to 3rd gear 10
The operating state of 3J1 is shown. In the figure, ○ indicates convergence ×
indicates release.

Next, one embodiment of the rotary valve of the present invention will be described with reference to FIGS. 1 and 2. FIG. 1 shows a longitudinal sectional view of the rotary valve 22 in the R range, and FIG. 2 shows a developed view of the spool in FIG. 1.

The rotary valve 22 includes a hollow valve body 50,
The spool 51 is fitted into the valve body 50 and rotated by the electric motor 24. The valve body 50 has a plurality of oil passages formed in the radial direction in the vertical direction in the figure, for example, in order from the top, there is a line pressure oil passage PL, a drain oil passage, and a hydraulic servo B.
-1, C-0, C-3, B-2, C-1, B-4, B-
3. Each oil passage to C-2 is formed. Among these, a spool 51 is provided in the line pressure oil path Pt and the drain oil path.
Annular oil passages 52 and 53 are formed opposite to.

These line pressure oil passages and drain oil passages are constructed by dividing the spool 51 into 10 sections on a circular cross section so that the 10 operating states shown in FIG. 7 can be obtained. forming a road. As mentioned above, the spool 51 is rotationally driven by the electric motor 24, and ten retaining holes 54 are provided at the end of the spool 51.
On the other hand, a ball 56 is provided on the valve body 50 side, which is biased by a spring 55. This causes the spool 51 to rotate in steps of 36 degrees, and when the spool 51 is stopped and locked at a predetermined position, the electric motor 24 is cut off or minimized to prevent heat generation and reduce power consumption. Then, at each step, line pressure is switched to be supplied or drained to any of the above-mentioned hydraulic servos C-0-C-3 and B-1 to B-4, and as shown in FIG. R range, P-N range shown in
It provides 10 different operating states: D range 1st to 5th speeds and engine brake 1st to 3rd speeds.

More specifically, the spool 51 includes a hollow cylindrical portion 57.
is formed, and an opening 58 is formed in the hollow cylindrical portion 57, so that the hollow cylindrical portion 57 and the line pressure oil passage PL are communicated with each other. Further, on the outer peripheral surface of the spool 51, hydraulic servos B-1, C-〇, C-3, B-
Opening holes 59 for supplying line pressure to 2, C-1, B-4, B-3, and C-2 and a drain groove 60 for draining oil are formed. These apertures 59 and drain grooves 60 are in communication with the apertures 59 at O marks and the drain grooves 60 at X marks, according to the matrix of the operation table shown in FIG.

In the embodiment of FIG. 3, the opening 59 for supplying line pressure in the spool 51 is formed independently in the case of FIG. 2, whereas in this embodiment, the opening 59 is formed as a continuous long hole 61. It shows.

FIG. 4 shows the operating state of the rotary valve in the R range. That is, when the spool 51 rotates and is located in the R range shown in FIG.
, C-0, C-3, B-2, and c-1 are drained, while line pressure is supplied to hydraulic servos B-4, B-3, and C-2.

Next, still another embodiment of the rotary valve of the present invention will be described.

First, the automatic transmission to which this embodiment is applied will be explained with reference to FIG. 8. The torque converter section A consists of a torque converter 30 and a lock-up clutch 31, and converts the rotation of the engine from the crankshaft 32 into the torque converter 30. The signal is transmitted to the input shaft 33 in the automatic transmission mechanism section B via oil flow or mechanical connection by the lock-up clutch 31.

In the 4-speed automatic transmission mechanism section B, a second clutch Cz, a first brake Bl, a planetary gear unit 34, a first clutch C6, and a third clutch C6 are arranged on the outer periphery of the input shaft 33 in order from the engine output side. Further, a hollow shaft 35 is rotatably fitted onto the outer periphery of the input shaft 33.

The planetary gear unit 34 is of the de,z altime type, and includes a sun gear S formed on a hollow shaft 35, a ring gear RI, and a first gear unit P that meshes with these gears.
1, and further includes a carrier CR
also supports a second pinion P2 that meshes with the pinion Pl and ring gear R2.

On the other hand, the second clutch C2 has a hollow shaft 35 and an input shaft 33.
A first brake B, which is a band brake, can be moved into and out of contact with the outer periphery of the second clutch C2.

Further, a counter drive gear 36 is disposed approximately in the center of the automatic transmission mechanism section B, and the inner periphery of the drive gear 36 is spline-coupled with the carrier CR. The one-way clutch F11 is spline-coupled, and
A clutch-type second brake B2 is interposed between the outer periphery of the ring gear R and the axle housing. Further, the first clutch C1 is interposed between the input shaft 33 and the outer circumference of the ring gear R2 of the planetary gear unit 34, and the third clutch C6 is interposed between the input shaft 33 and the outer circumference of the ring gear R2 of the planetary gear unit 34. It is interposed between the outer periphery and the outer periphery.

Next, the operation of the 4-speed automatic transmission mechanism B having the above configuration will be explained with reference to the hydraulic circuit shown in FIG. 9 and the operation table shown in FIG. 10.

That is, in the first speed state, the first clutch C7 is engaged. Then, the rotation of the input shaft 33 is transmitted to the ring gear R1 via the first clutch C1, and at this time, since the ring gear R2 is prevented from rotating by the one-way clutch F, it causes the sun gear S to idle in the opposite direction. Meanwhile, the common carrier CR is rotated in the forward direction at a significantly reduced speed, and the rotation is taken out from the counter drive gear 36.

In the second speed state, in addition to engagement of the first clutch CI, the first brake B1 is activated, and the rotation of the sun gear S is stopped by the first brake B, so that the ring gear R5 is removed from the input shaft 33. The rotation is performed by decelerating and rotating the carrier CR in the forward direction while causing the ring gear R2 to idle in the forward direction, and this rotation is taken out from the counter drive gear 36 as second speed.

In the third speed state, in addition to the engagement of the first clutch C8, the third
Clutch C8 and second clutch C2 are engaged, and the rotation of input shaft 33 is transmitted to ring gear R9 via clutch CI, and at the same time, the rotation of input shaft 33 is transmitted to ring gear R via clutch C0.
2, each element of the planetary gear unit 34 rotates as one, and therefore, the carrier CR also rotates as one, and rotation at the same speed as the input shaft 33 is extracted from the counter drive gear 36. In addition, in the third speed state of FIG. 10, it is shown that hydraulic pressure is being supplied to brake B, but since the pressure of clutch C2 is connected to brake B and the release mechanism (not shown), brake B1 is It is possible to rotate together without engaging.

In addition, in the 4th speed state, when the first clutch C1 is released and the third clutch C6 and the first brake B1 are activated, the rotation of the input shaft 33 is transmitted to the ring gear R2 via the clutch C8. At this time, since sun gear S is stopped by brake B1, carrier CR rotates at high speed while causing ring gear R7 to idle at increased speed, and the high speed rotation is taken out from counter drive gear 36 as overdrive.

In the reverse range, the second clutch C2 and the second brake B2 are engaged, and the rotation of the input shaft 33 is transmitted to the sun gear S via the second clutch C2, and at this time, the ring gear R2 is engaged with the second brake B2. , the carrier CR also rotates in reverse while the ring gear Rr is reversed, and the reverse rotation of the carrier CR is taken out from the counter drive gear 36.

Furthermore, in the first speed state during coasting, the one-way clutch F is in a free state, but the first clutch C2 is in a free state.
In addition to the engagement of the second brake B, the second brake B is engaged, and the ring gear R2 is fixed by the brake B2, the first speed state is maintained, and the engine brake is effectively operated.

Note that in FIG. 10, 2.5 speed and 3.5 speed are ranges for preparing to shift from 2nd speed to 3rd speed and from 3rd speed to 4th speed, respectively, and improve shift feeling.

The automatic transmission with the above configuration has a planetary gear unit 34.
However, since the carrier CR and sun gear S are integrally configured, the size can be reduced, and since the counter drive gear 36 is located approximately in the center of the automatic transmission mechanism, the transmission path is reciprocating. Therefore, it is possible to achieve compactness in the axial direction.

FIGS. 11 and 12 show a rotary valve applied to the automatic transmission described above. The idea of this embodiment is that in the operation diagram of Fig. 10, the hydraulic servos C-1, C-0, B, where ○ (line pressure supply) and × (drain) are regularly successive.
-1 and B-2, and supply the line pressure to these holes 6.
2 and a drain groove 63 are arranged on the upper side of the spool 51 to make the line pressure oil passage and the drain oil passage common. On the other hand, a line pressure supply hole 64 and a drain groove 65 to the hydraulic servo C-2 with irregular O (line pressure supply) and x (drain) are arranged on the lower side of the spool 51. In this example, since the oil passages are arranged on the same circumference,
It is possible to change the speed in the nine ways shown in Figure 10 corresponding to each shift, and the length of the valve in the axial direction is shortened, which, together with the miniaturization of the automatic transmission mechanism, contributes to the overall compactness. It is.

FIG. 13 shows the operating state of the rotary valve in the R range. That is, the spool 51 rotates,
When located in the R range, hydraulic servos B-1, C-0,
The oil in C-1 is drained, while the oil in hydraulic servo B-2,
Line pressure is supplied to C-2.

Note that the present invention is not limited to the above-mentioned embodiments, and various modifications can be made.

For example, the present invention is not limited to the automatic transmission mechanism of the above embodiment, but can be applied to any type of automatic transmission by configuring the oil passage of the rotary valve by increasing or decreasing the hydraulic servo.

As explained above, according to the present invention, the functions of conventional oil passage switching valves such as manual valves and shift valves can be unified, and the valve body can be made more compact. Also,
In order to electrically transmit the movement of the shift lever to the valve,
The shift lever can be made smaller or replaced with a button-type switch, and the cabin space can be increased.

[Brief explanation of drawings]

FIG. 1 is a longitudinal cross-sectional view showing one embodiment of the rotary valve in the automatic transmission of the present invention, FIG. 2 is a developed view showing one embodiment of the oil passage configuration in the rotary valve of the present invention, and FIG. 3 is the same. FIG. 4 is a developed view showing another embodiment of the oil passage configuration, FIG. 4 is a sectional view for explaining the action of the rotary valve shown in FIG. 1, and FIG. 5 is an example of an automatic transmission to which the present invention is applied. Fig. 6 is a schematic diagram showing the hydraulic control circuit, Fig. 7 is a schematic diagram showing the hydraulic control circuit.
The figures are diagrams for explaining the operation of the automatic transmission in Figure 5, Figure 8 is a schematic diagram showing the other side of the automatic transmission to which the present invention is applied, and Figure 9 is a schematic diagram showing the hydraulic control circuit thereof. 10 is a diagram for explaining the operation of the automatic transmission shown in FIG.
Fig. 1 is a sectional view showing another embodiment of the rotary valve in the automatic transmission of the present invention, Fig. 12 is an exploded view thereof, and Fig. 13
The figure is a diagram for explaining the effect. 22... Rotary valve, 24... Electric motor, 5
0... Valve body, 51... Spool, 58.5
9... Opening hole, 60... Drain groove, C-0 to C-3
and B-1-8-4...hydraulic servo. Applicant: Aisin Warner Co., Ltd. Representative Patent Attorney Hiroki Shirai (2 others) Figure 1 Figure 2 Figure 3 Figure 5 Figure 8

Claims (4)

[Claims] (1) A valve body including an oil passage to a hydraulic servo of a frictional engagement device in an automatic transmission, an electric motor controlled in response to a shift command, and an electric motor disposed opposite to the valve body and the electric motor. The spool is rotationally driven by a motor, and the spool has a hollow cylindrical part to which line pressure is supplied, an opening that selectively communicates from the hollow cylindrical part to the oil passage of the valve body, and a drain on the side surface. A rotary valve in an automatic transmission characterized by having a groove. (2) The oil passage of the valve body is arranged linearly in the axial direction of the valve, and the opening of the spool and the drain groove are selectively communicated with the oil passage. The rotary valve in the automatic transmission described in item 1. (3) The oil passages of the valve body are arranged in the circumferential direction of the valve, and the openings and tray grooves of the spool are selectively communicated with the oil passages. The rotary valve in the automatic transmission described in Section 1. (4) A spool positioning mechanism is provided between the valve body and the spool, and the electric motor is de-energized while the spool is positioned. Rotary valve in automatic transmission.