JPS63312553A - Rotary valve type hydraulic changeover device - Google Patents

Abstract

PURPOSE:To dispense with a detent mechanism by providing oil line for supplying oil to a hydraulic servo of a frictional engagement unit, a rotary valve provided with a line pressure oil line and drain oil line, a motor having a large stopping torque at current interruption and a sensor for detecting the rotation position. CONSTITUTION:By feedback-controlling a signal from an encoder 26, a rotary valve 3 rotates 36 deg. at every step by an ultrasonic motor 21 and is locked as current supply to the motor 21 is stopped at a fixed position. The valve is switched over such that line pressure is supplied or drained to and from the oil line to hydraulic servo C0-C2, B1, B2 and the oil line communicating with a lockup clutch changeover valve. It is thus possible to stop the rotary valve 3 at a specified position without a positioning detent unit 20 or with a simple structure by the adoption of the motor 21 whose stopping torque is high at time of current interruption.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a rotary valve type hydraulic switching device using a rotary valve that switches oil passages by an electric motor according to a shift range.

[Conventional technology]

In general, an automatic transmission has a planetary gear mechanism equipped with a fluid torque converter and a plurality of frictional engagement devices for obtaining a number of gears, and the frictional engagement changes depending on the driving state of the vehicle. The system is configured to automatically switch the operation of the friction engagement device in various ways and control the planetary gear mechanism to the most suitable speed change state for the driving condition of the vehicle at that time, and the switching of the friction engagement device Control is performed by a hydraulic control device.

Conventionally, the above-mentioned hydraulic control device incorporates a manual pulp that is linked to a manual shift lever in the vehicle interior to switch the gear range, and a shift valve that is switched depending on the throttle opening and vehicle speed. The gear position of the planetary gear mechanism is selected by switching the frictional engagement device based on the throttle opening degree and vehicle speed corresponding to each shift range. This shift is performed by a combination of on/off signals of the shift solenoids based on a shift pattern determined for each shift position.

Recently, in order to simplify the structure and downsize the hydraulic circuit, a hydraulic control device that employs a rotary valve driven by a stepping motor has been published in Japanese Patent Laid-Open No. 61-2786.
This method has been proposed in Publication No. 47 or Japanese Utility Model Application No. 62-41954.

[Problem that the invention seeks to solve]

However, in the above conventional hydraulic control device, 2
When shifting from 1st to 3rd gear or from 4th to 3rd gear, a timing valve must be used to time the engagement and release of each clutch, which complicates the hydraulic circuit. have.

In addition, since it incorporates a manual valve that changes the gear range in conjunction with the shift lever, and a shift pulp that is switched depending on the throttle opening and vehicle speed, it is possible to There are problems in that the required number of shift pulps increases, the valve body becomes larger, and the hydraulic circuit becomes more complex.

Furthermore, 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 pulp is a large part of the vehicle interior. It is fostering the problem of occupying the occupied area.

In order to solve this problem, the applicant
A separate application for a proposal regarding rotary valves was filed on the 5th. This is a system that integrates the conventional manual pulp, shift pulp, and lock-up relay valve into one, and has a simple hydraulic circuit configuration using a rotary valve driven by an electric motor.

However, the rotary valve mentioned in the conventional example or the rotary valve described above is driven by a stepping motor or other servo motor, and in order to stop these electric motors at a predetermined angle, it takes more time than when they are normally rotating. It requires a large amount of current and has a small stopping torque, so it has the problem of requiring a large-scale detent device for stopping.

Furthermore, since the electric motor is installed in oil, there is a problem in that iron powder, etc. in the oil is sucked in by the magnetic action of the electric motor, causing malfunction or valve sticking.

Furthermore, conventional motors using coils have limitations in being compact, lightweight, and thin, and have the problem of requiring a large space for installing the remoter.

The present invention solves the above-mentioned problems, and aims to provide a low-return valve type hydraulic switching device that has a simple or unnecessary positioning detent mechanism and can be made smaller, lighter, and thinner.

[Means for solving problems]

For this purpose, the rotary valve type hydraulic switching device of the present invention has the following features:
An oil passage that supplies oil to the hydraulic servo of a frictional engagement device in an automatic transmission, a rotary valve in which a line pressure oil passage and a drain oil passage are formed, a motor that has a large stopping torque when the current is cut off, and the rotation of the motor. A sensor that detects the position is provided, and by feedback control of the signal from the sensor, the position of the rotary valve is determined, and line pressure or a drain is selectively connected to the oil path that supplies oil to the hydraulic servo. The rotary valve is characterized by further comprising a detent device provided on the rotary valve, and the rotary valve is controlled by the detent device.

It is characterized by positioning the valve.

[Action and effect of the invention]

In the present invention, for example, as shown in FIG. 1, by feedback-controlling the signal of the encoder 26,
The hydraulic servo C-0 to C-2, B- 1. Line pressure is switched to be supplied or drained to the oil passage to B-2 and the oil passage communicating with the lock-up clutch switching valve, and the 10 types of gear shifting operations shown in Fig. 4 are performed. It is something.

Therefore, according to the present invention, by employing a motor with high stopping torque when current is cut off, the rotary valve can be stopped at a predetermined position without the need for a positioning detent device or with a simple structure.

In addition, since the motor is installed outside the valve body, iron powder etc. in the oil will not be sucked in, causing malfunction or valve sticking. In particular, when an ultrasonic motor is used, this effect increases as there is no magnetic influence, and it can also be made smaller, lighter, and thinner, making it easier to install inside automatic transmissions where space is limited. can.

Furthermore, conventional manual valves, shift valves, and lock-up clutch switching valves can be integrated into one, and
Since the number of valves is reduced, the valve body can be made more compact, and since the movement of the shift lever is electrically transmitted to the valve, the shift lever can be made smaller or replaced with a button-type switch, which saves space in the passenger compartment. can be increased.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings. 1st
The figure is a cross-sectional view showing one embodiment of the rotary valve type hydraulic switching device of the present invention, FIG. 2 is a configuration diagram showing an example of an automatic transmission to which the present invention is applied, and FIG. Figure 4 is a diagram showing the circuit, Figure 4 is a diagram to explain its operation, Figure 5 is an exploded view of the rotary valve in Figure 1, Figure 6 is a side view of the rotary valve in Figure 1, and Figure 7 is a diagram to explain its operation. 6 is a sectional view for explaining the operation of a rotary valve, FIG. 8 is a sectional view of an ultrasonic motor applied to the present invention, and FIG. 9 is a schematic diagram of a motor with an electromagnetic brake applied to the present invention. shows.

First, the automatic transmission to which the present invention is applied will be explained with reference to FIG. 2. 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 to the oil in the torque converter 30. The signal is transmitted to the input shaft 33 in the automatic transmission mechanism section B through a mechanical connection using a lock-up clutch 31 or a lock-up clutch 31.

In the 4-speed automatic transmission mechanism section B, a second clutch C8, a first brake 81% planetary gear unit 34, a first clutch CI, and a third clutch C0 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 a deair type, and includes a sun gear S formed on a hollow shaft 35, a ring gear R, and a first pinion P that meshes with these gears.
The carrier CR also supports a second pinion pm that meshes with the pinion P+ and the ring gear R3.

On the other hand, the second clutch C8 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 Ct.

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. is one-way clutch F.

are spline-coupled, and a clutch-type second brake Bt is interposed between the outer periphery of the ring gear R and the axle housing. Furthermore, the first clutch C
1 is interposed between the input shaft 33 and the outer circumference of the ring gear R8 of the planetary gear unit 34, and a third clutch C0 is interposed between the input shaft 33 and the outer circumference of the ring gear R8 of the planetary gear unit 34. has been done.

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.

Next, the hydraulic circuit of the four-speed automatic transmission having the above configuration will be explained with reference to FIG.

The pressure of the oil raised by the oil pump 1 is regulated to a predetermined line pressure by the primary regulator valve 2, and then sent to the rotary valve 3 via the oil path a. The rotary valve 3 is rotationally driven by an electric motor 5 controlled by an electronic control device 4, and the position of the rotary valve 3 is determined according to signals from a throttle sensor 6, a vehicle speed sensor 7, a neutral switch 8, and a rotary valve sensor 9. be exposed. Then, from the position of the rotary valve 3, the line pressure oil path and drain oil path of the rotary valve 3, which will be described later, are selected, and the hydraulic servo C of the clutches C0, C1, and C8 are selected.
-0, C-1, C-2 and brakes B, , B, line pressure is supplied to and discharged from hydraulic servos B-1B-2.

Here, on the upper side of the piston 10 of the hydraulic servo B-1,
While an oil passage from the rotary valve 3 is connected, the opposite side of the piston 10 is connected to an oil passage C which is connected from the rotary valve 3 to a hydraulic servo C-2. As a result, when line pressure is supplied from the oil passage, the piston 10
moves downward in the figure, tightens the band brake (not shown), engages the brake B, and connects the hollow shaft 35 (second
) is fixed, but when line pressure is supplied from oil passage C to hydraulic servo C-2 and clutch C3 is engaged, line pressure is simultaneously supplied to the lower side of piston 10, and piston 10 moves upward. The brake Bl is configured to release.

Further, the pressure of the oil regulated in the primary regulator pulp 2 is regulated to a secondary pressure in the secondary regulator valve 11, and is supplied to the lubrication system and to the lock-up clutch switching valve 12. The lock-up clutch switching valve 12 is a rotary valve 3.
The lock-up clutch is engaged and released by being switched by the oil pressure signal from the oil passage d and by supplying secondary pressure to the oil passage e or the oil passage f. FIG. 4 shows the engaged and released states of each of the frictional engagement devices in each shift range.

Next, the structure and operation of the rotary valve 3 will be explained with reference to FIGS. 1, 5 to 7.

In FIG. 1, the rotary valve 3 has a valve body 15
It is rotatably fitted into the hollow cylindrical part of the cylinder via a bearing 14. The rotary valve 3 is formed into a hollow cylindrical shape and has a line pressure oil passage 16 in the center, and a line pressure oil passage X is connected to the line pressure oil passage 16 as shown in the exploded view of FIG. At the same time, a drain oil passage Y is formed on the outer peripheral surface of the rotary valve 3.

Furthermore, a detent groove 17 corresponding to the number of shift ranges is formed on the left side of the rotary valve 3 in the drawing, and a ball 19 biased by a spring 18 is provided on the valve body 15 side to constitute a detent device 20. are doing. This allows rotary valve 3 at each shift range position.
will be positioned.

Further, on the right side of the rotary valve 3 in the figure, a cross-shaped groove 23 is formed which engages with the rotating shaft 22 of the ultrasonic motor 21.
5 is fixed to the valve body 15. moreover,
An encoder 26 is provided to detect the rotational position of the rotary wheel 22 of the ultrasonic motor 21, and an electronic control unit 27 feedback-controls the rotation angle of the ultrasonic motor 21 according to the running conditions of the vehicle.

On the other hand, the valve body 15 includes a line pressure oil passage, a drain oil passage, an oil passage to each hydraulic servo C-0-C-2, B-1, and B-2, and an oil passage communicating with the lock-up clutch switching valve. is formed. These line pressure oil passages and drain oil passages are constructed by dividing the rotary valve 3 into 10 sections with a circular cross section so that the 10 operating states shown in Fig. 4 can be obtained. is formed.

The rotary valve 3 is rotated by the ultrasonic motor 21 in steps of 36 degrees, and power consumption is reduced by stopping and extending the power supply to the motor at a predetermined position.

Then, for each step, the above-mentioned hydraulic servo C-O to C
-2, B-1, B-2 and the oil passage communicating with the lock amplifier clutch switching valve are switched so that line pressure is supplied or drained,
It performs normal gear shifting operations.

The line pressure oil path X and the drain oil path Y of the rotary valve 3 shown in the expanded view of FIG. The drain is formed so that it can be drained. FIG. 7 shows a cross-sectional view of each part of FIG. 6, and shows the line pressure and drain state when the rotary valve 3 is shifted to the R position. That is, when the rotary valve 3 rotates and is located in the R range, the hydraulic servos C-1, B-1, C-
o oil is drained, while hydraulic servo C-2, B-
2 is supplied with line pressure.

As shown in FIG. 8, in the ultrasonic motor 21, a piezoelectric ceramic 51 and an elastic body 52 constituting a stator are fixed on a fixed base 50, and a rotating body 53 constituting a rotor passes through these and is attached to a bearing 54. , are fixed by a nut 56 via a disc spring 55. When the piezoelectric ceramic 51 is energized, a traveling wave that moves with time is generated in the elastic body 52, and the rotating body 53 that comes into contact with the elastic body 52 rotates due to frictional force.

FIG. 9 shows an embodiment in which a motor with an electromagnetic brake is used instead of the ultrasonic motor 21. motor 60
A brake part 62 is provided on the drive shaft 61 of the motor, and the brake part 62 is engaged and released by a coil 64 controlled by a controller 63. That is, coil 6
When the coil 4 is energized, the disc spring 65 is pulled back by electromagnetic force, releasing the brake part 62 and enabling the motor 60 to be driven. When the coil 64 is de-energized, the brake part 62 is pulled back by the force of the disc spring 65. When engaged, the drive shaft 61 is stopped.

Next, the operation of the automatic transmission having the above configuration will be explained.

First, in the first speed state, the first clutch C8 is engaged. Then, the rotation of the input shaft 33 is transmitted to the ring gear R1 via the first clutch C0, and at this time, the rotation of the input shaft 33 is transmitted to the ring gear R1.
Since rotation is prevented by the one-way clutch F1, the common carrier CR is rotated at a significantly reduced speed in the forward direction while causing the sun gear S to idle in the reverse direction, and the rotation is taken out from the counter drive gear 36.

In the second speed state, in addition to the engagement of the first clutch CI, the first brake B is activated, and the rotation of the sun gear S is stopped by the first brake B1, so that the rotation of the sun gear S is stopped by the first brake B1. The rotation is performed by decelerating and rotating the carrier CR in the positive direction while causing the ring gear R3 to idle in the positive 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 CI, the third
The clutch C0 and the second clutch C1 are engaged, and the rotation of the input shaft 33 is transmitted to the ring gear R via the clutch CI, and at the same time, the rotation of the input shaft 33 is transmitted to the ring gear R via the clutch C0.
1, 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, although the triple state in FIG. 4 shows that hydraulic pressure is being supplied to brake B1,
As mentioned above, since the pressure of the clutch C is connected to the brake B1 release mechanism, the brake B1 is not engaged and can rotate integrally.

In addition, in the 4th speed state, when the first clutch CI is released and the third clutch CO% first brake B is activated, the rotation of the input shaft 33 is transmitted to the ring gear R2 via the clutch CO. At this time, since the sun gear S is stopped by the brake B1, the carrier CR rotates at high speed while causing the ring gear R3 to speed up and idle, and the high speed rotation is taken out from the counter drive gear 36 as an overdrive.

In the reverse range, the second clutch C8 and the second brake B 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 B. Since it is fixed by the braking of B8, the carrier CR is also reversed while the ring gear R9 is being reversed, and the reverse rotation of the carrier CR is taken out from the counter drive gear 36.

Also, in the 1st speed state during coasting, the one-way clutch F+ is in the free state, but the first clutch C
In addition to the first engagement, the second brake B8 is engaged, and the brake B8 fixes the ring gear R8, maintaining the first speed state and effectively operating the engine brake.

Furthermore, control of the lock-up clutch and shift control of 2.degree. 5 speed and 3.5 speed will be explained.

To shift from 2nd to 3rd speed, release B and C! After engaging C0 at the same time, 00 is engaged, and shifting from 3rd to 2nd gear involves releasing C0 and then engaging 81 and releasing 08 at the same time, so 00 is released at an intermediate stage. 2,
The 5th speed state is created by positioning the rotary valve 3. Similarly, for 3.5 speed, shifting from 3rd to 4th speed is C1
After releasing B, engage B and release C8 at the same time, and shift from 4th to 3rd gear. Stage C
A third and fifth speed state in which valve 9 is released is created by positioning the rotary valve 3. The timing of the release of B1 and the engagement of 03 and the timing of the engagement of B+ and the release of Cfi are achieved by supplying the C8 engagement pressure and the B1 release pressure through the same oil passage, as described above.

Next, to explain the switching control of the lock-up clutch, in FIG. , the lock-up clutch switching valve 12 moves downward, the secondary pressure is supplied to the lock-up clutch ON circuit, and the lock-up clutch is turned on. Conversely, when the lock-up clutch switching signal pressure in the oil path d is drained by the rotary valve 3, the spring force of the lock-up clutch switching valve 12 and the line pressure from the lower boat cause the lock-up clutch switching pulp 12 to move upward. The secondary pressure is supplied to the lock-up clutch OFF circuit, and the lock-up clutch becomes OFF.

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, by employing a motor with high stopping torque when current is cut off, the rotary valve can be stopped at a predetermined position without the need for a positioning detent device or with a simple structure. can.

In addition, since the motor is installed outside the valve body, iron powder etc. in the oil will not be sucked in, causing malfunction or valve sticking. In particular, when an ultrasonic motor is used, this effect increases as there is no magnetic influence, and it can also be made smaller, lighter, and thinner, making it easier to install inside automatic transmissions where space is limited. can.

Furthermore, conventional manual valves, shift valves, and lock-up clutch switching valves can be integrated into one, and
Since the number of valves is reduced, the valve body can be made more compact, and since the movement of the shift lever is electrically transmitted to the valve, the shift lever can be made smaller or replaced with a button-type switch, which saves space in the passenger compartment. can be increased.

[Brief explanation of the drawing]

FIG. 1 is a cross-sectional view showing one embodiment of a rotary valve type hydraulic switching device of the present invention, FIG. 2 is a configuration diagram showing an example of an automatic transmission to which the present invention is applied, and FIG. 4 is a diagram for explaining its operation, FIG. 5 is an exploded view of the rotary valve in FIG. 1, FIG. 6 is a side view of the rotary valve in FIG. 1, and FIG. The figures are a sectional view of Fig. 6 for explaining the operation of the rotary valve, Fig. 8 is a sectional view of an ultrasonic motor applied to the present invention, and Fig. 9 is a sectional view of a motor with an electromagnetic brake applied to the present invention. A schematic diagram is shown. 3...Rotary pal 7', 14...Bearing, 1
5...Pulp body, 16...Line pressure oil passage, 17
... Detent groove, 18... Spring, 19.
... Ball, 20 ... Detent device, 21 ... Ultrasonic motor, 22 ... Rotating shaft, 23 ... Concave groove, 25
...Volt, 26...Encoder, 27...Electronic control unit. Fig. 2 Fig. 4 ○ Engagement × M, & C2 A to J Hi 1;
Figure 7 Cross section A-A Cross section B-B Cross section E-E Cross section F-F Diagram (a) Cross section C-C Cross section D-D Cross section G-G Ifr Surface H-H diagram (b)

Claims (4)

[Claims] (1) An oil path that supplies oil to the hydraulic servo of the frictional engagement device in an automatic transmission, a rotary valve in which a line pressure oil path and a drain oil path are formed, a motor that has a large stopping torque when the current is cut off, and and a sensor that detects the rotational position of the motor, and performs feedback control of the signal from the sensor to position the rotary valve,
A rotary valve type hydraulic switching device characterized in that line pressure or a drain is selectively connected to an oil path that supplies oil to the hydraulic servo. (2) The rotary valve type hydraulic switching device according to claim 1, wherein the motor is a motor with an electromagnetic brake. (3) The rotary valve type hydraulic switching device according to claim 1, wherein the motor is an ultrasonic motor. (4) an oil passage supplying oil to a hydraulic servo of a frictional engagement device in an automatic transmission, a rotary valve in which a line pressure oil passage and a drain oil passage are formed, and a detent device provided on the rotary valve; It is equipped with a motor that has a large stopping torque when the current is cut off, and a sensor that detects the rotational position of the motor.The signal from the sensor is feedback-controlled, and the detent device positions the rotary valve and controls the hydraulic servo. A rotary valve type hydraulic switching device characterized by selectively connecting line pressure or a drain to an oil passage supplying oil.