JPH0369848A - Reducing valve control mechanism - 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 Field of the Invention The present invention relates to a control mechanism used to control the position of a pressure reducing valve, and more particularly to a control mechanism used to control the position of a pressure reducing valve as a function of throttle position in an automatic transmission of a motor vehicle. It relates to a control mechanism for controlling.

Prior Art and Problems Prior art methods for controlling the position of pressure reducing valves have utilized levers or cams to effect the desired movement of the pressure reducing valve. The relationship between throttle position and valve travel, or travel function, must provide proper pressure levels for the friction clutches in automatic transmissions. Prolonging clutch life by minimizing clutch slip (i.e. applying high pressure to the clutch) and allowing smooth gear changes by allowing some clutch slip (i.e. applying high pressure to the clutch) The configuration of the device is optimized by making an appropriate compromise between the conflicting objectives of applying low pressure to

Each of the above [1] It becomes possible to compromise in order to suppress a combination of specific conditions. The need for hard shifts (quick, high power shifts) increases with the increase in effective torque produced by increased throttle travel. The need for hard shifts also increases with the effective amount of vehicle inertia that is applied to the clutch. The position of the automatic transmission's pressure reducing valve controls the amount of pressure applied to the friction clutch.

The optimal movement function is primarily a function of engine torque as a function of throttle movement and 1. J(both Tr(, r,
(Depending on the vehicle quality ftH remains constant, engine torque varies as a function of throttle position.

In some cases, the proper relationship of system configuration to satisfy the above conditions is given as a linear proportional relationship between throttle position and valve position. In this case, a cam or lever may be used as the preferred means for positioning the pressure reducing valve. In cases where a non-linear function is more desired, the cam has been used only to provide the desired displacement function. Levers used in the prior art to position pressure reducing valves have not met the above requirements because they provide only a linear proportional relationship between throttle travel and valve travel. Cams and levers are means for converting axial motion into rotational motion.

Rather, cams were used because of their ability to adapt the transfer function to the requirements of the equipment configuration.

[Problems to be Solved by the Invention and Means for Solving the Problem] An object of the present invention is to provide an improved control mechanism in which a slotted lever is pivotally mounted to a slotted bracket, and both slots are connected by a link. It is.

Another object of the present invention is to provide a means for controlling the position of the throttle by passing the link through the intersection of the slot of the slotted bracket and the slot of the slotted lever. It is an object of the present invention to provide an improved control mechanism by creating a desired travel function between the input and the output of the valve position.

That is, the present invention provides a control mechanism which is configured to be functionally connected between a throttle mechanism of an automobile and a pressure reducing valve having a valve plunger of an automatic transmission of an automobile, the control mechanism being a control mechanism for changing a leverage ratio. a lever IM-defined relative to the automatic transmission and having a first arm for righting the slot and a second arm engageable with a contact surface of the valve plunger for moving the valve plunger; means for pivotally attaching the cam slot to the slot of the lever; and a link that moves generally axially to provide an input movement, the link comprising: an operatively connectable first end and a second end passing through a point of intersection of the cam slot of the bracket and the slot of the lever; A cam slot and an arrangement adapted to cooperate with the slot to transform the axial movement of the link into a predetermined pattern measured by the cam slot.

[Operation] The present invention provides a pressure reduction valve for an automatic transmission that employs a movement function between the amount of movement of the throttle and the valve plunger.
finds particular use as a control mechanism for. The travel function is optimized by providing the most appropriate transmission clutch actuation pressure to compensate for the torque produced by the engine and other system variables.

Effects of the Invention The present invention overcomes prior art lever devices used to control the position of pressure reducing valves in automatic transmissions by providing a wide range of travel functions between throttle position and pressure reducing valves. , it has its technical effect.

An advantage that the configuration of the present invention may have over a cam structure is that this configuration is easier to incorporate into a transmission than a cam.

[Example] Embodiments of the present invention will be described below with reference to the drawings.

The drawings illustrate a representative embodiment of a control mechanism used in an automatic transmission, which employs a lever capable of providing a wide range of both linear and non-linear travel functions.

A valve plunger 10 is illustrated. valve plunger 10
moves in and out of the valve body 12 of the transmission in the axial direction, and is operatively connected to a pressure reducing valve (not shown). The reduced LIE valve is the US Special γ “No. 3.893,47
It can be configured as disclosed in No. 2.

A bracket 14 is attached to the transmission case 16. FIG. 3 shows three machine screws 1 holding bracket 14 to transmission case 16.
8 is shown. This screw is not the only possible means of attaching the bracket 14 to the transmission case 16. Any suitable means can be used as long as it is possible to attach these two parts with appropriate strength.

A lever 20 is rotatably supported on the bracket 14 by a pin 22 around the circumference v11 of the axis 19.

The pin 22 is mounted on the bracket 14, and the lever 20 is rotatably supported on the bracket.

On the contrary, fix the pin 22 to the lever 20 and attach the bracket 1.
It can also be rotatably supported on 4.

Lever 20 and bracket 14 each have slot 2
It has L15. Bracket 14 is operatively connected to lever 20 by link 24. link 24
Also connects a throttle moving pawl transmission mechanism 26 to the lever 20. The end 23 of the link connects both the slot 21 of the lever 20 and the slot 15 of the bracket 14 to L'
is being traced. As shown, two rollers 28,30 are provided on the end 23 of the link and the link 24
This reduces friction between the lever 20 and the link 24 and the bracket 14. A thrust washer 32 supports the lever roller 28 from the inside, and a crimped throttle interface washer 34 supports the bracket roller 30 from the outside to prevent the link 24 from sliding off the lever 20. Link 24 forces lever 20 so that it follows the travel-volume function shown in FIG. 4 provided by slot 15 in bracket 14. Both ends 25 of the link 24 are attached to a throttle movement amount transmission mechanism 26 attached to a throttle mechanism 38. The throttle mechanism 38 is also attached to a throttle pedal 42 via an actuation mechanism 40.

Throttle pedal 42 is not moved in the throttle closed position. The closed position of the throttle corresponds to engine idling. This f7. In i7j, the lever 20 is not in contact with the valve plunger 10.

When the throttle pedal 42 is moved by the driver's foot from the closed throttle position, an actuation mechanism 40 connecting the throttle pedal to the throttle mechanism 38 moves the throttle in the open direction. When the throttle mechanism 38 is moved, a throttle travel transmission mechanism 26 that couples the throttle mechanism 38 to the link 24 moves the link axially.

Movement of the link 24 by movement of the throttle pedal 42 causes the end 23 of the link to move along the slot 15 of the bracket and the slot 21 of the lever. Since the slot 15 of the bracket is not at a fixed distance from the center of the axis of rotation 19, the end 23 of the link is aligned with the slot 21 of the lever.
move inside. From the center 19 of the rotating shaft 19 to the link 24
The distance to the end 23 controls the amount of movement of the lever 20 relative to the amount of movement of the link 24. This amount of movement of the lever 20 is from the center of the axis of rotation 19 of the lever 20 to the end 23 of the link.
proportional to the distance. Lever 20 causes the desired amount of movement of valve plunger 10 when abutting the contact surface of the valve plunger, and rotates about the center of axis of rotation 19 in response to movement of link 24.

Valve plunger 10 therefore moves three valves.

This movement of the pressure reducing valve is used as a control pressure to vary the oil pressure that shifts the transmission in a known manner.

[Brief explanation of drawings]

FIG. 1 is a diagram illustrating the control mechanism with the valve plunger and slot in the closed position orthogonal to the axis of the valve plunger, and schematically depicting the slot pedal, slot assembly, and intervening mechanisms. FIG. 2 is a partially enlarged view of FIG. 1 showing the control mechanism and valve plunger in a wide open throttle position. FIG. 3 is a sectional view taken along line 3--3 in FIG. 1. FIG. 4 is a graph showing throttle valve plunger travel as a function of link travel. [Explanation of main symbols] 10: Valve plunger, 14: Bracket, 15: Cam slot, 19: 20: 21: 24: 38: 44 = Lever pivot center, lever lever slot, link, slot mechanism, contact surface . (4 other people)

Claims (1)

[Scope of Claims] 1. A control mechanism configured to be functionally connected between a throttle mechanism (38) of a motor vehicle and a pressure reducing valve having a valve plunger (10) of an automatic transmission of a motor vehicle. Slot to change the leverage (21)
a lever (20) having a first arm and a second arm engageable with a contact surface (44) of the valve plunger for moving the valve plunger; and a lever (20) fixed to the automatic transmission; and a bracket (14) having means (22) for pivotally mounting said lever and a cam slot (15) overlapping the slot (21) of said lever, and a link (14) that moves generally axially to provide an input movement. 24), the link comprising a first end (25) operatively connectable to the slot mechanism (38), the cam slot (15) of the bracket (14) and the lever ( a second end (23) passing through a point where said slot (21) of said link (24) intersects said cam slot and said second end cooperates with said cam slot and said slot; a control mechanism adapted to transform the axial movement of the cam into a predetermined pattern defined by the cam slot. 2. Control mechanism according to claim 1, characterized in that the slot (21) of the lever (20) has an axis extending through the pivot center (19) of the lever. 3. Control mechanism according to claim 1 or 2, characterized in that the cam slot (15) is shaped to provide a pattern for controlling the variation of the leverage ratio. 4. Control mechanism according to any one of claims 1 to 3, characterized in that the predetermined shape is also defined by the slot (21) of the lever (20).