JPH01169161A - Transmission lubrication pressure control valve - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION A1.Objective of the invention (industrial application field) The present invention provides hydraulic control of lubricating oil supplied to lubricating parts such as shafts and gears of the transmission in transmissions for automobiles and the like. Regarding valves that perform

(Prior art) In the past, the lubricating oil supply oil path to the lubricating part of a transmission was placed downstream of the hydraulic control valve for operating the clutch and brake of the transmission, and the oil flowing out from the hydraulic control valve was used as it was. It is designed to be supplied to the lubricating section. In this case, a lubrication oil pressure control valve is installed in the lubrication oil supply oil passage so that the lubrication oil pressure does not become too high.
When the lubricating oil pressure exceeds a predetermined oil pressure, a portion of the lubricating oil is drained into the oil sump through the drain passage.

On the other hand, transmissions with torque converters (especially transmissions with torque converters with lock-up clutches)
In many cases, oil flowing out from a torque converter (hereinafter also referred to as a torque converter) is cooled through an oil cooler and then returned to the oil sump. There is one disclosed in Japanese Patent No.-43661. However, in the case of such a configuration, for example, the flow rate flowing to the oil cooler when the lock-up clutch is activated is due to the excess torque converter internal pressure from the torque converter check valve and a small amount of oil supplied to the extent that it does not reduce the necessary torque converter internal pressure. The oil cooler flow rate may decrease, resulting in insufficient cooling and a rise in oil temperature.

For this reason, in the past, the lubricating oil path was branched via a check valve or orifice, and
A configuration has also been used in which this branched oil passage is communicated with the cooler oil passage, and a portion of the lubricating oil is allowed to flow into the cooler.

(Problem to be solved by the invention) In this way, although it is possible to solve the problem of insufficient flow to the oil cooler, the problem is that the amount of lubricating oil becomes insufficient and the lubricating oil pressure decreases. This may cause problems.

The present invention has been made in view of such problems, and an object of the present invention is to make it possible to ensure lubricating oil pressure and also increase the flow rate of the cooler.

1. Structure of the invention (means for solving the problem) As a means for achieving the above object, the present invention includes the following:
A lubrication pressure control valve with the following configuration is installed on the lubrication oil path. This lubricating pressure control valve is disposed in the lubricating oil passage, and when the lubricating oil pressure exceeds a first predetermined oil pressure,
The lubricating oil passage is communicated with the cooler oil passage to cause a part of the lubricating oil to flow out into the cooler oil passage, and when the lubricating oil pressure exceeds a second predetermined oil pressure higher than the first predetermined oil pressure, the lubricating oil The lubricating oil passage is also configured to communicate with the drain oil passage so that a portion of the lubricating oil flows out to the cooler oil passage and the drain oil passage.

(Function) When using the lubrication pressure control valve configured as described above, all the oil supplied to the lubrication oil passage will flow to the lubricating part until the lubrication oil pressure in the lubrication oil passage exceeds the first predetermined oil pressure. However, when the amount of lubricating oil increases and becomes more than necessary, and the lubricating oil pressure exceeds the first predetermined oil pressure, the lubricating oil path is communicated with the cooler oil path by this control valve, and the excess lubrication is removed. The oil is drained into the cooler oil passage to supplement the cooler flow rate. Furthermore, when the cooler flow rate exceeds the required amount and the lubricating oil pressure exceeds the second predetermined oil pressure, the lubricating oil path is also communicated with the drain oil path by this control valve, and lubrication and supply to the cooler are performed. Any excess oil is returned directly to the oil sump via the drain line.

(Example) Preferred examples of the present invention will be described below with reference to the drawings.

FIG. 1 is a diagram showing a hydraulic circuit of a torque converter 5 of a transmission having a lubricating pressure control pulse 50 according to the present invention. The torque converter 5 has a lock-up clutch 6 that can directly connect the impeller 5a and the turbine 5b, and the operation of the lock-up clutch 6 is controlled according to the ON/OFF operation of two solenoid valves 7.8. The lock-up shift valve 20, the lock-up control valve 30, and the lock-up timing valve 40 are operated by the lock-up shift valve 20, the lock-up control valve 30, and the lock-up timing valve 40.

This lock-up clutch 6 is operated at a predetermined speed stage to improve drivability and fuel efficiency.The three valves 2o and 30. Lockup control is controlled in four stages: strong lockup control area, complete lockup control area, and deceleration lockup control area.

First, consider the case where both solenoid valves 7.8 are OFF. The oil sucked in from the oil sample l through the oil path 1o1 and discharged from the hydraulic pump 2 to the oil path 1o2 is regulated to a predetermined line pressure by the regulator valve 3 connected via the branch oil path 103. , and is supplied to the clutch and brake for shifting gears through the oil passage 104. Further, an oil passage 105 branched from the oil passage 104 is connected to a modulator valve 4, and the line pressure of the oil passage 105 is regulated to a modulator pressure by the modulator valve 4, and then supplied to the oil passage 106.

When the first and second solenoid valves 7.8 are OFF, the oil passages 7b and 8b communicating through the orifices 7a and 8a are opened by the spool of the solenoid valve 7.8, and therefore the oil Road 109, 110,
Modulator pressure from the oil passage 106 acts on 111 . Therefore, modulated pressure acts on both ends of the lock-up shift valve 20 via oil passages 109 and 106a, and the spool 21 of this valve 20
2, it is moved to the right in the figure. In addition, modulating pressure acts on the left end of the lock-up control valve 30 and the right end of the lock-up timing valve 4o through the oil passages 110 and 111, causing the spool 31 of the control valve 3° to move to the right, causing the timing valve 40 to move to the right. The spool 41 is moved to the left. At this time, the line pressure supplied from the regulator valve 3 to the oil passage 107 is supplied to the oil passage 108 via the groove of the spool 21 of the shift valve 20, and from the oil passage 108, the line pressure is supplied to the release side passage 6a of the lock-up clutch 6. Since the lock-up clutch 6 is supplied inside, the lock-up clutch 6 is in the OFF state.

Note that the oil discharged from the torque converter 5 into the oil passage 112 flows into the cooler oil passage 115 via the torque converter check valve 9, and the oil discharged from the torque converter 5 into the oil passage 113 flows through the shift valve 20. The oil flows from the groove of the spool 21 through the oil path 114 to the cooler oil path 115 , then passes through the oil cooler 11 to be cooled, and is returned to the oil sump 1 through the oil path 116 . In addition, the cooler oil passage 115 and the cooler 11
For protection, the cooler relief valve 10 is connected to the cooler oil passage 115.

Next, consider the case of a weak lockup control region. This area is set when the vehicle speed is low, and the first solenoid valve 7 is turned on and the second solenoid valve 8 is turned off.
This occurs by keeping F as it is. When the first solenoid valve 7 is turned ON, the modulator pressure in the oil passage 109 acting on the left end of the shift valve 20 is released, so the spool 21 is moved to the left by the modulator pressure acting on the right end from the oil passage 106a. When the spool 21 is moved to the left, the line pressure supply direction from the oil passage 107 is changed to the oil passage 107.
3, line pressure is supplied from the oil passage 113 to the inside of the torque converter 5, and the internal pressure of the torque converter 5 increases. As a result, the lock-up clutch 6 is pushed toward the engagement side, and back pressure is generated in the release-side passage 6a.

The internal pressure of the torque converter acts in the direction of engaging the lock-up clutch 6, and the back pressure of the torque converter acts in the direction of releasing it.
a is connected to the control valve 30 via the oil passage 108, the groove of the spool 21 of the shift valve 20, and the oil passage 118.
The control valve 30 controls communication between the oil passage 118 and an oil passage 113a branched from the oil passage 113 having line pressure, thereby controlling the back pressure of the torque converter.

That is, the torque converter back pressure is controlled by the control valve 30.
The operation is performed by the throttle oil pressure supplied through the oil passage 121 and acting to push the spool 31 to the left, and the oil passage 119.
Torque converter back pressure acts to push the spool 31 to the left through After, oil passage 12
2 and 120, which acts to push the spool 31 to the right. In this case, the influence of the modulator pressure that pushes the spool 31 to the left is large, and the torque converter back pressure in the oil passage 118 is only slightly lower than the line pressure in the oil passage 113a. Therefore, the lock-up clutch 6, which is engaged and released by the differential pressure between the internal pressure of the torque converter and the back pressure, is pressed in the engagement direction with a weak force, but the lock-up capacity at this time is small and the lock-up control is weak. It becomes an area.

Next, consider the strong lockup control region. This range is set by turning on the second solenoid valve 8 as the vehicle speed increases from the weak lock-up control range. When the second solenoid valve 8 is turned on, the modulator pressure supplied to the oil passages 110 and 111 is released. Therefore, the modulator pressure that acts on the left end of the timing valve 40 decreases, but the throttle pressure that acts to move the spool 41 to the right via the oil passage 117 has not yet become high enough, and the spool 41 is moved by the spring. It is held in a left-moved state by the biasing force 42.

On the other hand, in the control valve 30, the spool 31
As the modulator pressure from the oil passage 110 that acts to move the spool to the right decreases, the force that pushes the spool 31 to the right decreases, which causes the torque converter back of the oil passage 118 to decrease relative to the line pressure of the oil passage 113a. Pressure decreases. When the torque converter back pressure decreases in this way, the difference between the torque converter internal pressure and the back pressure increases, and the lock-up clutch 6 is pushed toward the engagement side more strongly than when the lock-up control is in the weak region, increasing the lock-up capacity. Become.

However, in this state, the back pressure is not zero, and the lock-up clutch 6 is pushed back toward the release side by the amount of back pressure.
It is not a complete lock-up, but a strong lock-up control area.

When the vehicle speed further increases from this state, the throttle opening also increases, and the throttle pressure supplied from the oil passages 117 and 121 also increases. With this increase in throttle pressure, the spool 4 of the timing valve 40 is connected to the oil passage 117.
The spool 41 is moved to the right against the spring 42 by the throttle pressure that acts to push the spool 1 to the right. This movement of the spool 41 to the right cuts off the communication between the oil passage 122 and the oil passage 120, and the hydraulic pressure from the oil passage 120 acting on the left end of the control valve 30 disappears. moreover,
Since the throttle pressure from the oil passage 121 is high, the spool 31 of the control valve 30 is pushed to the left with a considerably stronger force than in the case of the strong lockup control region. Therefore, the oil passage 113a and the oil passage 11
8th oil line 1 where communication is cut off and has torque converter back pressure
18 is communicated with the drain and the torque converter back pressure becomes zero, so the lock-up clutch 6 is fully engaged and becomes in the complete lock-up region.

The above is normal lockup control, but in addition to this, a deceleration lockup control area may be set. This area is set at %1 during deceleration, and the first solenoid knob 7 is turned ON, and the second solenoid knob 8 is controlled in duty ratio to turn the control knob 30 on. It is set by controlling the operation. By controlling the duty ratio of the second solenoid valve 8 in this way, the opening and y
The capacity of the pull-up clutch 6 can be appropriately controlled in the lock/knob control weak range and strong range, and by this, when the accelerator pedal is released, the lock-up clutch 6 can be controlled in the engine braking state. It looks like this.

As described above, the amount of oil supplied to the oil cooler 11 through the torque converter 5 is determined by the amount of oil supplied from the regulator valve to the oil passage 107, and this oil amount is controlled by the control valve 30. It varies depending on the area, and decreases in the weak and strong areas of mouth, Tsukua, and knob control. 'For this reason, in this example, a lubricating pressure control knob 50 is provided to ensure the amount of oil flowing into the cooler oil passage 115.

This lubricating pressure control valve 50 will be explained.

The valve 50 has a spool 51 and a spring 52 that urges the spool 51 to the right, as shown in an enlarged view in FIG. 2A. The right end surface of the spool 51 faces a lubricating oil passage 123 that guides the lubricating oil from the regulator valve 3 to each lubricating part in the transmission, and the spool 51 is pushed to the left by the lubricating oil pressure in the lubricating oil passage 123. Receive power. As clearly seen in FIG. 1, this lubricating river control valve 50 is connected to an oil passage 124 that communicates with the cooler oil passage 115 and a drain oil passage 125 that communicates with the drain.

When the lubricating oil pressure in the lubricating oil passage 123 is low, the spool 51 is held in a state in which it is moved to the right by the biasing force of the spring 52, and in this state, as shown in FIG. 2A, the land surface of the spool 52 Both oil passages 124 and 125 are closed. Therefore, the entire amount of the lubricating oil flowing out from the regulator valve 3 into the lubricating oil passage 123 is supplied to the lubricating section.

When the amount of oil flowing into the lubricating oil passage 123 increases and the lubricating oil pressure rises, and this lubricating oil pressure exceeds the first predetermined oil pressure,
The lubricating oil pressure increases the force pushing the spool 51 to the left, and the spool 51 is moved to the left against the spring 52. As a result, the groove 51a of the spool 51 communicates with the oil passage 124, as shown in FIG. 2B. As shown in the figure, this groove portion 51a communicates with the left end surface of the spool 51 via axial communication holes 51b, 51b, and the lubricating oil path 123.
A part of the lubricating oil inside flows out into the oil passage 124 through the communication hole 51b and the groove portion 51a, and then flows into the cooler oil passage 115. That is, when the lubricating oil amount increases and the lubricating oil pressure increases, the excess lubricating oil flows out into the cooler oil passage 115, thereby maintaining the lubricating oil pressure in the lubricating oil passage 123 at a predetermined level, and the cooler oil passage. 115.

From the above state, when the lubricating oil amount further increases and the lubricating oil pressure further increases, and this lubricating oil pressure exceeds the second predetermined oil pressure which is higher than the first predetermined oil pressure, the spool 51
is further moved to the left, and as shown in Fig. 2C, the spool 5
The blockage of the drain oil passage 125 by the first land surface is released, and the lubricating oil passage 123 also communicates with the drain oil passage 125. In other words, the amount of oil supplied to the lubricating section and the cooler oil path 115
If the amount of oil supplied to both is sufficient and there is an extra amount of oil, this extra amount of oil is drained directly from the drain oil path 125 to the oil sump, and the lubricating oil path 123 and the cooler oil path 115 are drained. (and 124) from becoming too high.

C1 As described in detail of the invention, according to the present invention, until the lubricating oil pressure in the lubricating oil passage exceeds the first predetermined oil pressure, all the oil supplied in the lubricating oil passage flows to the lubricating part. When the amount of lubricating oil increases and the lubricating oil pressure exceeds the first predetermined oil pressure, the lubricating oil passage is communicated with the cooler oil passage and the excess lubricating oil is discharged into the cooler oil passage, and furthermore, the cooler flow rate is also increased. When the required amount is exceeded and the lubricating oil pressure exceeds the second predetermined oil pressure, the lubricating oil passage is also communicated with the drain oil passage, and the remaining oil is sent to the drain oil passage after lubrication and supply to the cooler. Since the lubricating oil is returned directly to the oil sump via the oil sump, the amount of lubricating oil can be always ensured and the amount of oil sent to the oil cooler can be supplemented, improving the oil cooling ability. Furthermore, both the lubricating oil pressure and the cooler oil pressure can be suppressed to below a predetermined oil pressure to prevent both oil pressures from becoming too high.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a hydraulic circuit diagram around a torque converter having a lubricating pressure control valve according to the present invention, and FIGS. 2A to 2c are sectional views showing the lubricating pressure control valve. 1...Oil sump 2...Hydraulic pump 3...
・Regulator valve 5...Torque converter 6・
...Lockup clutch 7.8...Solenoid valve 11...Oil cooler 20...Lockup shift valve 30...Lockup control valve 40...
Lock-up timing valve 50...lubrication pressure control valve

Claims (1)

[Scope of Claims] 1) A valve disposed in a lubricating oil passage that supplies lubricating oil from a lubricating oil supply source to a lubricating part of a transmission to control lubricating oil pressure in the lubricating oil passage, When the lubricating oil pressure exceeds a first predetermined oil pressure, the lubricating oil path is communicated with a cooler oil path that communicates with an oil cooler, and a part of the lubricating oil in the lubricating oil path flows out to the cooler oil path. and when the lubricating oil pressure exceeds a second predetermined oil pressure higher than the first predetermined oil pressure, the lubricating oil passage is also communicated with a drain oil passage to drain a portion of the lubricating oil in the lubricating oil passage to the drain oil passage. A lubrication pressure control valve for a transmission, characterized in that the lubrication pressure control valve is configured to cause oil to flow into a cooler oil path and the drain oil path.