JPS647373Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to an improvement of a hydraulic control device, and is intended to prevent fluctuations in the output pressure even if there are fluctuations in the hydraulic pressure supplied to the control side.

Hydraulic control devices are often used to automate and control various mechanical devices. There is also a strong demand for miniaturization and compactness in this hydraulic control device, and the oil pump or the like that serves as the hydraulic pressure supply source is often made to have a capacity that is necessary to maintain a steady operating state.

For example, in the case of a hydraulic control device whose main components are a spool valve type hydraulic pressure regulating valve 90 and a solenoid valve 150 whose opening/closing time ratio is controlled by duty control, as shown in FIG. A part of the pressure oil from the oil pump 26 that pumps the oil of 46 is regulated to a constant pressure via the pressure reducing valve 110, and is guided to the control side of the oil pressure regulating valve 90 via the orifice 415.
15 and the downstream oil pressure regulating valve 90.
Duty control solenoid valve 15 that opens and closes 16
0 is provided so that pressure oil from another oil pressure source (in the illustrated example, pressure oil from the oil pump 26 is kept at a constant pressure by another pressure reducing valve 60) is introduced to the pressure regulating side of the output pressure of the oil pressure regulating valve. It consists of a solenoid valve 1
50 adjusts the control pressure that acts on the control side of the hydraulic pressure regulating valve 90, and the pressing force that acts on the spool 95 via the land 91 due to this control pressure and the two lands 91 due to pressure oil from another hydraulic source. ,92
The output pressure is controlled to a predetermined pressure by the balance between the resultant force of the pressing force due to the difference in the pressure receiving area of the land 93 and the biasing force of the spring 96 from the other end surface of the land 93.

However, depending on the capacity of the oil pump 26, when the discharge pressure decreases, the pressure guided to the control side of the oil pressure regulating valve 90, that is, the pressure of the pressure regulating oil from the pressure reducing valve 110, decreases, and the solenoid valve 1
Even though the control pressure is not adjusted by the solenoid valve 150, the state is the same as when the solenoid valve 150 is opened, and the spool 95 is moved to the left by the spring 96, and pressure oil is introduced to the output side. I get scared. For this reason, there is a problem in that equipment operated by the output oil malfunctions.

For example, when applied to the control of a direct coupling clutch provided to prevent slippage of the torque converter of a vehicle automatic transmission, it is necessary to release the direct coupling clutch in the low speed range of the engine or when the engine is stopped. There is a problem in that oil is supplied to the direct coupling clutch, which causes the clutch to engage, leading to the engine stalling.

The present invention aims to eliminate such conventional problems and provide a hydraulic control device in which the output pressure does not fluctuate even if there is a fluctuation in the hydraulic pressure supplied to the control side of the hydraulic pressure regulating valve. The configuration of the present invention that achieves the above object includes a hydraulic pressure supply source for supplying hydraulic fluid and a hydraulic pressure adjusting spool valve for regulating the output pressure supplied to the hydraulic operating mechanism. a control oil passage communicating with the hydraulic chamber; an orifice interposed in the control oil passage; and a drain oil provided between the orifice of the control oil passage and the first hydraulic chamber. The first hole and the oil drain hole are controlled to open and close.
and a solenoid valve that adjusts the control hydraulic pressure to the hydraulic chamber and controls the output pressure,
The present invention is characterized in that a second hydraulic chamber is provided for supplying hydraulic pressure between the hydraulic pressure supply source of the control oil passage and the orifice to bias the spool in the other direction.

Hereinafter, one embodiment of the present invention will be described in detail based on the drawings.

The illustrated example is one in which the present invention is applied to a direct coupling clutch that prevents slippage of a torque converter of a vehicle automatic transmission and its hydraulic control device.

Crankshaft 2 of engine 1, which is the power source of the vehicle
is directly connected to the pump 4 of the torque converter 3. The torque converter 3 has a pump 4, a turbine 5, a stator 6, a one-way clutch 7,
The stator 6 is connected to a case 8 via a one-way clutch 7, which allows the stator 6 to rotate in the same direction as the crankshaft 2, but is not allowed to rotate in the opposite direction. A direct coupling clutch 9 is provided between the crankshaft 2 and the turbine 5, and when the clutch 9 is engaged,
Direct connection with a predetermined slip rate. Therefore, the output of the engine 1 is transmitted to the turbine 5 via the direct coupling clutch 9 or the torque converter 3.

The torque transmitted to the turbine 5 is transmitted by the input shaft 10 to a transmission gear train arranged at the rear thereof.

This direct coupling clutch 9 is a slip type clutch that transmits power while constantly slipping. When the clutch 9 is in operation, the power from the engine 1 is mainly transmitted to the input shaft 10 via the clutch 9, and some of the power is transmitted to the input shaft 10. is transmitted via the torque converter 3,
As a result, the slip of the torque converter 3 is reduced, thereby improving fuel efficiency, and this slip also has the effect of alleviating the impact torque from the engine 1 (damping effect).

The torque converter 3 and the direct coupling clutch 9 are integrally formed, and a drive plate 33 is fixed to the crankshaft 2, and the drive plate 33 is connected to the outer shell 34 of the pump 4 of the torque converter 3 and the friction plate 35 of the direct coupling clutch 9. The turbine 5 is spline-fitted to the input shaft 10 and rotates integrally with the input shaft 10, and is also connected to the piston 38 via a transfer ring 37 so as to rotate integrally with the piston 38.
is slidably and rotatably fitted in the input shaft 10 in the axial direction, and is arranged opposite to the plate 36,
It has a friction surface 39 that comes into contact with the friction plate 35,
A hydraulic chamber 4 is provided between the piston 38 and the plate 36.
1 is formed, and a hydraulic chamber 42 is formed between the outer peripheral surface of the outer shell 40 of the turbine 5 and the piston 38.

Friction plate 35 and friction surface 39 of the direct coupling clutch 9
The coefficient of dynamic friction is set so that the rate of change due to speed difference is small.

A plurality of grooves are appropriately provided on the surface of the friction plate 35 along the radial direction, circumferential direction, or a combination of the two, and the friction plate 35 and the friction surface 39 are formed by oil passing through the grooves. Overheating is prevented.

The torque converter 3 and the direct coupling clutch 9 are supplied with oil whose pressure is regulated by hydraulic control, which will be described later. Oil flows through an oil passage 44 formed on the inner surface of a sleeve 43 fitted onto the input shaft 10 of the pump 4.
is guided into the torque converter 3 and circulated,
Further, the oil is guided to the hydraulic chamber 42, then through the gap between the friction plate 35 and the friction surface 39 of the direct coupling clutch 9, to the hydraulic chamber 41, and further through the oil passage 45 bored in the input shaft 10. discharged or
It is now being circulated in the opposite direction.

Next, a hydraulic control device for controlling the direct coupling clutch 9 will be explained.

The hydraulic control device is connected to the oil filter 4 from the oil sump 46.
7. The oil discharged from the oil pump 26 through the oil passage 402 is transferred to the hydraulic chambers 41 and 42 of the direct coupling clutch 9.
Each hydraulic chamber 41, 42
It controls the hydraulic pressure supplied to the valves according to the operating conditions, etc., and mainly controls the pressure regulating valve 50, the torque converter control valve 70, the direct clutch control valve 90, and the pressure reducing valve 1.
10 and a solenoid valve 150 as components,
Each element is connected by an oil passage.

The solenoid valve 150 is operated by the orifice 1 by an electric signal from an electronic control device 200 such as a computer.
A solenoid valve 51 that is closed when not energized and controls the opening and closing of the solenoid 152, and a valve body 153 disposed within the solenoid that opens and closes the orifice 151.
and a spring 15 that biases the valve body in the closing direction.
It has 4.

The electronic control device 200 is for controlling the duty of the solenoid valve 150, and controls the single pulse current width of a pulse current of several to several + Hz, for example, 50 Hz, and changes the valve opening time to control the oil pressure. Its main input elements include an engine load detection device 210 that detects the throttle valve opening (not shown) or intake manifold negative pressure of the engine 1, a rotation speed detection device 211 of the engine 1, a kick-down drum of the automatic transmission, and an output shaft of the automatic transmission. rotation speed detection device 212,
213, oil temperature detection device 21 that detects lubricating oil temperature
4. It consists of an automatic transmission select lever selection position detection device 215, an auxiliary switch selection position detection device 216, etc.

The oil discharged from the oil pump 26 flows through the oil path 40.
1 through the pressure regulating valve 50 and the direct clutch control valve 9
0, the pressure is guided to a pressure reducing valve 110 and a manual valve of an automatic transmission (not shown).

The pressure regulating valve 50 has five lands 51, 5 with different diameters.
2, 53, 54, 55 and a spring 57, and a manual valve (not shown) is provided on the right end pressure receiving surface 58 when the select lever of the automatic transmission is operated to select the N or D position. Hydraulic pressure in the oil passage 403 passes through the valve to the orifice 40.
As a result, the oil pressure in the oil passage 401 is regulated to a constant pressure of 6 kg/cm ² (referred to as line pressure), while when the manual valve is in the R position, the oil pressure in the oil passage 401 is 405 acts through the orifice 406, and as a result, the oil pressure in the oil passage 401 is 14.6Kg/
The pressure is regulated to cm ² .

Note that the relief valve 407 provided in the oil passage 401
is a relief valve when high pressure oil is discharged from the oil pump 26.

The oil led to the pressure reducing valve 110 through the oil passage 401 is regulated to 2.4 kg/cm ² by the same valve 110, and then led to the oil passage 408, which is a direct coupling clutch which is a hydraulic pressure regulating valve of a hydraulic control device. This is the oil pressure supplied to the control side of the control valve 90.

The pressure reducing valve 110 has a spool 113 with two lands 111 and 112 and a spring 114, and is balanced by the hydraulic pressure due to the area difference between pressure receiving surfaces 115 and 116 formed opposite to the spool 113 and the spring 114. It is used to adjust the pressure.

Also, when the manual valve is in the R position, the pressure regulating valve 50
The oil whose pressure is regulated to 14.6 kg/cm ² and led to the torque converter control valve 70 from the oil passage 409 is 2.4 kg in order to be used as supply oil for engaging and disengaging the direct coupling clutch 9 in the torque converter control valve 70. / ^cm2 .

The torque converter control valve 70 has the same structure as the pressure reducing valve 110, and has two lands 71 with different diameters,
Spool 73 with 72 and spring 74
The pressure is regulated by the balance between the hydraulic pressure caused by the area difference between pressure receiving surfaces 75 and 76 formed opposite to the spool 73 and the spring 74.
The pressure regulating oil with a pressure of 2.4 kg/cm ² thus regulated is led to the direct clutch control valve 90, while a portion passes through an orifice 411 to an oil passage 412 and an oil cooler 413 to the lubrication system on the engine side of the transmission. It is also supplied to the lubrication system on the opposite side of the engine via the orifice 414.

The direct coupling clutch control valve 90 for output pressure control which controls the direct coupling clutch 9 is guided by the supply pressure from the oil passage 408 to the control side and the supply pressure from two other oil passages 401 and 410. one land 9
1, 92, 93, and 94, and pressure regulating oil is supplied to the first hydraulic chamber 91' outside the first land 91 from the oil passage 408 on the output side of the pressure reducing valve 110 via the orifice 415. The third land 93 and the third land 93 are connected by an oil passage 416 so that the synchronized pressure oil that is constantly guided acts on the pressure receiving surface 96 on the outside of the first land 91. The second hydraulic chamber 94' between the fourth land 94 and the fourth land 94 is also connected by an oil passage 417 so that pressure regulating oil from an oil passage 408 on the output side of the pressure reducing valve 110 acts at all times. An oil passage 418 is provided between the first land 91 and the second land 92, which is opened and closed by the movement of the spool 95, and through which hydraulic pressure from the oil passage 401 on the output side of the pressure regulating valve 50 is guided. An oil passage 419 communicating with the engagement side hydraulic chamber 42 of No. 9 is provided. Also, between the second land 92 and the third land 93 is an oil passage 42 which is opened and closed by the movement of the spool 95 and into which hydraulic pressure from an oil passage 410 on the output side of the torque converter control valve 70 is guided.
0 is provided, and an oil passage 421 communicating with the hydraulic chamber 41 on the release side of the direct coupling clutch 9 is provided.

Further, an oil passage 416 between the direct coupling clutch control valve 90 and an orifice 415 interposed in an oil passage 416 on the control side communicates with an oil drain hole 422.
A solenoid valve 15 that adjusts the control pressure _Ps in the oil passage 416 downstream of the orifice 415 by opening and closing the solenoid valve 22.
0 is set.

In the hydraulic control device configured in this way, the solenoid valve 1 is controlled by an electric signal from the electronic control device 200.
The control pressure in the oil passage 416 is controlled by changing the single pulse current width of the pulse current supplied to the valve body 150 to control the time ratio for opening and closing the orifice 151 with the valve body 153.
Change P _s . This control pressure P _s causes the first land 9 of the spool 95 of the direct coupling clutch control valve 90 to
While the pressing force due to the control pressure _Ps acts on the pressure receiving surface 96 of the first hydraulic chamber 91' on the outside, the pressure oil from the oil passage 417 causes the third land 93 and the fourth land 9 to
A pressing force due to the pressure receiving area difference acts on the second hydraulic chamber 94' between the oil passages 401 and 4, and the spool 95 moves to the left, causing line pressure to flow from the oil passages 401 and 418 to the oil passage 4.
Hydraulic chamber 4 on the engagement side of direct coupling clutch 9 via 19
2 as an output pressure P, the piston 38 is pushed leftward and engaged with a predetermined amount of slip. The circulated oil is then fed from the oil cooler 413 to the lubrication system on the engine 1 side of the transmission via the oil passages 45, 421, the orifice 411, and the oil passage 412. At this time, the pressing force due to the line pressure is generated due to the difference in pressure receiving area between the first land 91 and the second land 92, and the pressing force on the pressure receiving surface 96 due to the control pressure _Ps and the third land 93 and the fourth land 94 are The output pressure P is controlled by the balance with the pressing force due to the pressure receiving area difference between the FIG. 3 shows the change in the output pressure P with respect to the change in the control pressure _Ps by the direct coupling clutch control valve 90 in this case.

The output pressure P acting on the piston 38 of the direct coupling clutch 9 is controlled by the electronic control device 200, and the engine 1
By providing a slip amount that is slightly below the range of speed fluctuations of the crankshaft 2 caused by the fluctuating torque of It also improves.

On the other hand, when the vehicle starts or suddenly accelerates, it is necessary to utilize the characteristics of the torque converter 3 to disengage the direct coupling clutch 9. In this case, the electronic control device 200
energization to the solenoid valve 150 is stopped,
The direct coupling clutch control valve 90 is switched to open the oil passage 420,
Pressure oil is led to the hydraulic chamber 41 on the release side of the direct coupling clutch 9 through 421 and oil passages 45, pushes the piston 38 to the right to release the engagement, and the circulating oil passes through oil passages 44 and 419. As in the case of engagement, the oil is supplied from the oil cooler 413 to the lubrication system on the engine 1 side of the transmission via the orifice 411 and the oil passage 412.

Further, according to the configuration of this embodiment, the position where the spool 95 of the direct coupling clutch control valve 90 is balanced is as follows.
The hydraulic pressure acting on both the pressure receiving surfaces of the third land 93 and the fourth land 94 is applied to the spool 9 due to the area difference.
5 to the left in FIG. 2, and the hydraulic pressure acting on the pressure receiving surface 96 is determined by the force to urge the spool 95 to the right in FIG. Therefore, the discharge pressure of the oil pump 26 decreases in the low speed rotation range of the engine, etc., and the oil passage 4 whose pressure is regulated by the pressure reducing valve 110 decreases.
Even if the source pressure of the control pressure P _s output from 08 decreases, the oil pressure in the oil passage 416 that communicates with the first hydraulic chamber 91' and the oil passage 41 that communicates with the second hydraulic chamber 94'
Since the oil pressure in spool 7 decreases by the same amount, spool 9
The position where 5 is balanced does not change, and the output pressure P can be controlled accurately.

Therefore, as shown in Figure 4, the conventional control pressure
When P _s decreases and becomes P _a , an output pressure P is generated, and its value becomes P _b , which enters the direct coupling range and engages the direct coupling clutch. However, according to the present invention, the control Even if the source pressure of the pressure P _s decreases, the control pressure P _s does not decrease and remains at P _c , so that the state of the non-direct connection region is maintained.

Incidentally, in the above embodiment, a case where the present invention is applied to a direct coupling clutch for preventing slippage of a torque converter of an automatic transmission for a vehicle has been described, but the present invention is not limited to this and can be used to control various devices. In addition, since it is necessary to change the slip rate of a direct coupling clutch, the solenoid valve is controlled by duty control, and the control pressure is
Although the configuration is configured such that P _s can be changed continuously, the output pressure P can also be made to be a stepwise pressure by controlling the solenoid valve ON-OFF.

As described above in detail with the embodiments, according to the present invention, an orifice is provided in the oil path between the oil pressure source and the solenoid valve, and the oil pressure A in the oil path between the orifice and the solenoid valve and the output The hydraulic pressure B in the oil passage between the source and the orifice is supplied to a spool having pressure receiving surfaces facing each other, and the hydraulic pressure supplied from another hydraulic source is adjusted to a predetermined pressure by the solenoid valve of the hydraulic pressure A. Therefore, even if the pressure of the hydraulic pressure source decreases, the hydraulic pressure from other hydraulic pressure sources can be controlled to a predetermined value.

Therefore, if this is used in a direct coupling clutch or the like, there will be no malfunction and problems such as engine stalling will be eliminated.

[Brief explanation of the drawing]

Fig. 1 is a schematic explanatory diagram of a conventional hydraulic control device, and Fig. 2 is a schematic illustration of an embodiment of the hydraulic control device of the present invention applied to control of a direct coupling clutch that prevents slippage of a torque converter in a vehicle automatic transmission. The explanatory drawings, FIG. 3, are graphs showing the relationship between control pressure and output pressure, and FIG. 4 is a graph illustrating the operation of the direct coupling clutch. In the drawing, 1 is an engine, 3 is a torque converter, 9 is a direct clutch, 26 is an oil pump, 5
0 is a pressure regulating valve, 70 is a torque converter control valve, 9
0 is a direct clutch control valve (hydraulic adjustment valve), 91' is a first hydraulic chamber, 94' is a second hydraulic chamber, 110 is a pressure reducing valve, 150 is a solenoid valve, 200 is an electronic control device, 415 is an orifice, 401,408,
416, 418, 419, 420, and 421 are oil passages, _Ps is a control pressure, and P is an output pressure.

Claims (1)

[Scope of utility model registration request] A control oil passage that communicates between a hydraulic supply source that supplies hydraulic oil and a first hydraulic chamber that biases the spool of a hydraulic adjustment spool valve in one direction that adjusts the output pressure supplied to the hydraulic operating mechanism. an orifice interposed in the control oil passage; an oil drain hole provided between the orifice of the control oil passage and the first hydraulic chamber; and an orifice for controlling the opening and closing of the oil drain hole. and a solenoid valve that adjusts the control hydraulic pressure to the first hydraulic chamber and controls the output pressure, wherein the hydraulic pressure between the hydraulic pressure supply source of the control oil passage and the orifice is supplied. A hydraulic control device comprising a second hydraulic chamber for urging the spool in the other direction.