JPH1130246A - Angular acceleration control valve and engagement controller for hydraulic clutch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a simply structured angular acceleration control valve which generates an oil pressure complying with a deviation, which is generated in an angular acceleration of an objective shaft, from a predetermined target angular acceleration. SOLUTION: An angular acceleration control valve 1 is provided with a rotary shaft 3 rotating according to the rotation of an objective shaft because of transmission from a spur wheel 30 on one end side, a flywheel 5 fitted around a part of the rotary shaft 3 relatively rotationally, a torsion spring 7 connecting the flywheel 5 and a rotary disc 6, which rotates integrally with the rotary shaft 3, together, and a friction ring 62 which applies frictional resistance to one face of the flywheel 5 when its rotation is constrained by means of the rotary disc 6. On the fitting circumference between the rotary shaft 3 and the flywheel 5, a variable throttle, which increases/ reduces its throttle area when a relative angular displacement exceeds a predetermined dimension, is constructed of an oil guiding hole 37 and a drain long groove 53. According to the change in the throttle area of the variable throttle, a feeding oil pressure P0 from an oil source is regulated, so that an oil pressure Pf complying with a deviation from a target angular acceleration of the objective shaft connected to the rotary shaft 3 can be provided.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an angular acceleration control valve configured to generate a hydraulic pressure corresponding to a target angular acceleration of a target shaft, and a hydraulic clutch engagement control device using the same.

[0002]

2. Description of the Related Art In agricultural work vehicles such as tractors,
In the middle of a transmission system that transmits the rotation of a driving drive source such as an engine or a hydraulic motor to a traveling device such as a wheel or a crawler,
A hydraulic clutch type transmission is used.

In this transmission, a transmission gear corresponding to each of a plurality of shift speeds is loosely fitted to a driven shaft for transmission to a traveling device, and these are fitted to a drive shaft which is rotationally driven by a drive source. Each of the transmission gears is engaged with each of the fixed and fixed gears so as to constantly rotate at different speeds, and each of the transmission gears is provided with a hydraulic clutch so that each of the hydraulic clutches according to supply and discharge of hydraulic oil can be engaged. Any of the transmission gears is selectively coupled to a driven shaft by a disconnection operation, and rotation of the drive shaft is
The gear is taken out to the driven shaft at a gear ratio according to the number of teeth of the coupled gear, and transmitted to the traveling device.

[0004] Hydraulic clutches attached to the plurality of speed change gears are connected to a hydraulic source via a switching valve having a corresponding switching position or a plurality of electromagnetic on-off valves. The connection to the shaft is performed by a switching operation of the switching valve or a selective opening and closing of the plurality of solenoid on-off valves.
This is realized by supplying the generated hydraulic pressure of the hydraulic pressure source to the corresponding hydraulic clutch as operating hydraulic pressure, engaging the hydraulic clutch, and discharging the operating hydraulic pressure of another hydraulic clutch.

[0005]

In such a hydraulic clutch type transmission device, for example, when a shift from the first speed to the second speed is performed by the switching operation of the switching valve,
Since the first-speed hydraulic clutch is temporarily disengaged, the vehicle speed decreases due to temporary loss of the transmission torque to the traveling device, and the transmission torque is restored when the second-speed hydraulic clutch is subsequently engaged. As a result, there is a problem peculiar to the off-road work vehicle that the vehicle speed increases rapidly and the driver feels uncomfortable shift shock.

Therefore, conventionally, in the middle of a hydraulic circuit for supplying hydraulic pressure to each hydraulic clutch, a throttle means for giving resistance only to the flow of hydraulic fluid on the drain side is interposed to disconnect the hydraulic clutch. Attempts have been made to reduce the shift shock by devising a hydraulic circuit, for example, by making the shift gently.
However, agricultural work vehicles such as tractors travel on various road surfaces from a farm surface to a pavement road, and in general, tow various work machines during running on the farm surface, and the vehicle speed at the time of shifting is changed. Since the degree of deceleration varies depending on the traveling state of the vehicle, it is extremely difficult to reduce the shift shock in each of these cases and keep it within a target value.

Japanese Patent Application Laid-Open No. 2-217659 discloses that a circuit for supplying hydraulic pressure to a hydraulic clutch includes an electromagnetic proportional pressure reducing valve.
A valve having a function of electrically adjusting the working oil pressure is provided, and the acceleration of the linear motion traveling system is detected.When the acceleration exceeds a set value, the boosting operation by the valve is stopped. A configuration is disclosed in which the hydraulic clutch is maintained in a half-engaged state, and when the acceleration is reduced, the pressure increasing operation is restarted to obtain a complete engaged state, thereby reducing shift shocks in various running states. ing.

According to this configuration, the operating oil pressure of the hydraulic clutch is adjusted in accordance with the deviation from the target acceleration of the linear motion traveling system, and the half-clutch state is set while the actual acceleration is larger than the target acceleration. Since the speed change of the driven shaft is made gentle, it is possible to effectively reduce the shift shock under various running conditions.

However, this configuration requires an acceleration sensor for detecting the acceleration of the linear motion traveling system and a control device for electrically controlling the opening of the valve based on the detection result of the acceleration sensor. Of the acceleration sensor and the control device due to electromagnetic noise from the outside, splashing water from the field, and the like, which may cause a malfunction. was there. Also, when traveling on a soft road surface such as a field surface,
With a decrease in the effective thrust generated by the tire, an extra rotational force is transmitted to the tire, and the field may be damaged.

For these reasons, a control valve (angular acceleration control valve) that generates a hydraulic pressure according to a deviation from a target angular acceleration of a driven shaft by a mechanical operation is used. By using such a transmission, it is possible to provide a highly reliable device capable of effectively reducing the above-described shift shock in the hydraulic clutch type transmission.

A control valve of this kind is disclosed in US Pat.
No. 20 is proposed. This control valve arranges a weight in a cavity formed on an appropriate circumference of a rotating disk that rotates together with the target shaft, and when the target shaft rotates, the weight in the chamber is changed according to the angular acceleration. Movement of the weight caused in the circumferential direction at the position moves the throttle spool movably arranged in the circumferential direction with the end facing this moving area, and the hydraulic pressure source is changed by a change in the throttle area according to this movement. It is configured to regulate the supply hydraulic pressure from the pressure.

However, in this control valve, there is a problem that the rotating disk becomes large in size in order to secure the arrangement positions of the weight and the spool, which is not practical. Further, since the change characteristic of the generated oil pressure according to the deviation from the target angular acceleration is governed by the movement of the weight within the cavity due to the action of inertia, high dimensions are required for each part to obtain desired characteristics. In addition to the requirement of accuracy, there is a problem that adjustment of damping characteristics after processing and assembly is substantially impossible.

Further, the hydraulic pressure obtained by the above operation is directly used as the operating hydraulic pressure of the hydraulic clutch, and the overall size is further increased in order to secure a sufficient control oil amount. There was an inconvenience.

The smooth engagement of the hydraulic clutch for engaging the drive shaft with the driven shaft is not limited to the above-described hydraulic clutch type transmission, but is a technology that has been desired in various industrial fields. Therefore, there is a strong demand for an angular acceleration control valve having a simple configuration for realizing such engagement by purely mechanical means.

The present invention has been made in view of such circumstances, and an angular acceleration control valve that generates a hydraulic pressure according to a deviation of a target axis from a target angular acceleration is realized with a simple configuration. It is an object of the present invention to provide a hydraulic clutch engagement control device that can obtain a smooth engagement state between a drive shaft and a driven shaft having different rotational speeds by using the control shaft.

[0016]

According to the present invention, there is provided an angular velocity control valve comprising: a rotary shaft that rotates with the rotation of a target shaft; a flywheel externally fitted to a part of the rotary shaft so as to be relatively rotatable; The flywheel and the rotating shaft are connected to each other, and when the torsion is generated by twisting according to the relative rotation between the two, the rotation is restricted by the input shaft and pressed against a part of the flywheel, and A friction member that applies a predetermined frictional resistance, and a variable throttle that is configured on a fitting circumference of the rotary shaft and the flywheel, and that increases or decreases the throttle area in accordance with the relative angular displacement between the two. It is characterized in that the supply hydraulic pressure is regulated by the change in the throttle area, and a hydraulic pressure corresponding to the target angular acceleration of the target shaft is generated upstream of the variable throttle.

In the present invention, when the rotary shaft rotates with the rotation of the target shaft, the flywheel fitted on the rotary shaft causes the torsional displacement of the torsion spring under the frictional resistance given by the friction member. When the relative angular displacement with respect to the rotation axis is accompanied, and reaches a predetermined angular displacement amount set in advance, the aperture area of the variable aperture formed on the fitting circumference of the both changes, and according to this change, Generates regulated hydraulic pressure. The relative angular displacement occurs according to the angular acceleration of the target axis, and the throttle area of the variable throttle changes according to the minute angular displacement exceeding the predetermined amount of angular displacement. That is, it corresponds to the angular acceleration corresponding to the predetermined angular displacement.

In addition, the rotary shaft is mechanically connected to the target shaft, or is rotated by a hydraulic pump mechanically connected to the target shaft and oil supply from the hydraulic pump. A hydraulic motor, wherein the rotating shaft is connected to an output end of the hydraulic motor.

For example, the gear fitted to the rotating shaft is engaged with the gear fitted to the subject shaft, and the rotating shaft is mechanically connected to the subject shaft, so that all the components of the subject shaft are mechanically connected. The hydraulic pressure corresponding to the angular acceleration can be obtained. In addition, by connecting the rotating shaft to the output shaft of a hydraulic motor that rotates by oil supply from a hydraulic pump that is driven to rotate at a speed corresponding to the target shaft, angular acceleration control at a position sufficiently distant from the target shaft is achieved. The valve can be arranged, and the degree of freedom of the arrangement position is increased.

The hydraulic clutch engagement control device according to the present invention presses the friction plate against the spring force of the return spring by moving the working piston in response to the supply of the working oil pressure.
The angular acceleration control valve according to any one of claims 1 to 3, wherein in the engagement control device for a hydraulic clutch that engages the drive shaft and the driven shaft, the drive shaft is disposed with the target shaft as a target shaft. A pressure reducing valve that operates using the hydraulic pressure generated by the angular acceleration control valve as a pilot pressure, and reduces the supply hydraulic pressure from a hydraulic pressure source in accordance with a decrease in the pilot pressure to generate the operating hydraulic pressure. .

In the present invention, an oil pressure corresponding to the deviation of the driven shaft from the target angular acceleration is generated by the operation of the angular acceleration control valve having the driven shaft as the target axis, and this generated oil pressure is used as the pilot pressure. An operating pressure reducing valve is configured to reduce a hydraulic pressure having a substantially constant pressure supplied from a hydraulic pressure source and to supply the hydraulic pressure to the hydraulic clutch as an operating hydraulic pressure. Hydraulic fluid is obtained.

In addition, the natural frequency of the vibration system constituted by the flywheel and the torsion spring in the angular acceleration control valve is the natural vibration of the vibration system constituted by the working piston and the return spring in the hydraulic clutch. It is characterized in that it is set smaller than the number.

In the present invention, the natural frequency of the vibration system included in the angular acceleration control valve whose target axis is the driven axis is
A stable operation can be achieved by setting the frequency relatively lower than this in accordance with the natural frequency of the vibration system included in the hydraulic clutch to be fed.

[0024]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below in detail with reference to the drawings showing the embodiments. FIG. 1 is a side sectional view of an angular acceleration control valve according to the present invention.

As shown, the angular acceleration control valve 1 according to the present invention
Is provided with a rotating shaft 3 rotatably supported about its axis in a cylindrical hollow portion inside the fixed housing 2.
The rotating shaft 3 is supported at both ends by a pair of ball bearings 20, 21 fixedly fitted in the fixed housing 2 at positions separated by an appropriate length in the axial direction, and between the ball bearings 20, 21. Is fitted with a cylindrical oil guide cylinder 4.

One end of the rotating shaft 3 is extended by an appropriate length from the bearing position of the ball bearing 20 on the same side, and protrudes outside the fixed housing 2. A spur gear 30 is integrally formed with the protruding end. Yes. The spur gear 30 is meshed with a spur gear 31 fitted on a not-shown target shaft, and the rotating shaft 3 responds to rotation of the target shaft transmitted via the spur gear 31 and the spur gear 30. It is designed to rotate around an axis.

The other end of the rotating shaft 3 is extended from the bearing position of the ball bearing 21 on the same side by an appropriate length and protrudes outside the fixed housing 2. On the same outer surface of the fixed housing 2,
A cover cap 22 is flange-fixed coaxially with the cover cap, and the projecting end of the rotary shaft 3 is
The flywheel 5 and the rotary plate 6 are mounted between the ball bearings 23 and the ball bearings 21 at positions supported by the ball bearings 23 fitted inside the shaft center of the ball bearings 22.

The flywheel 5 in the form of a thick disk is
By the ball bearings 50 and 51 fitted to the corresponding position of the rotating shaft 3,
It is supported so as to be rotatable relative to the rotating shaft 3 on the same axis. The rotating plate 6 is a disk having an outer shape substantially equal to that of the flywheel 5. The rotating plate 6 restricts rotation in the circumferential direction by engagement with a spline formed on the outer periphery of the end of the rotating shaft 3, and the ball bearing 23. By being in contact with the end surface of the flywheel 5, it is mounted so as to restrict movement in the direction away from the flywheel 5, and rotates coaxially with the rotation of the rotating shaft 3.

On the surface of the flywheel 5 facing the rotating plate 6, a recess 52 having an appropriate width in the radial direction is formed over the entire circumference. An annular support ring 61 is projected from the surface of the rotary plate 6 facing the flywheel 5, and the support ring 61 has an appropriate gap inside and outside the inside of the recess 52. Has been invaded.

The flywheel 5 and the rotary plate 6 are connected via a torsion bar 7. If you twist it as shown 7
Is a coil spring disposed in the gap inside the support ring 61 substantially coaxially therewith. The coil spring is mounted on the opposing surfaces of the flywheel 5 and the rotating plate 6 by engaging both ends thereof. The relative angular displacement between the two is allowed by its twist.

An annular friction ring 62 is externally fitted to the support ring 61. The friction ring 62 engages an engagement pin formed on the support ring 61 with an engagement groove formed on a part of the peripheral surface thereof, and rotates the support ring 61 in the circumferential direction. The coil spring 64 is attached while being restrained and allowing movement in the axial direction, and is interposed between the rotating plate 6 and the side surface thereof.
Urged in a direction away from the rotating plate 6.

A friction ring facing the side surface of the flywheel 5
The end surface of 62 is a friction surface having a width increased in a radial direction and coated with a material having a stable friction coefficient.
The friction ring 62 is urged by the coil spring 64 to be pressed against the end face of the flywheel 5.

At the elastic contact portion of the coil spring 64 on the rotating plate 6 side,
An annular spring seat 70 is mounted. This spring seat 70
Is in contact with the tip of an adjustment bolt 71 screwed from the other surface side of the rotary plate 6 at a plurality of corresponding locations on the circumference,
The adjustment bolt 71 can be moved in the axial direction by screwing, and the movement of the adjustment bolt 71 can adjust the spring force of the coil spring 64 to adjust the pressing force of the friction ring 62.

The outer peripheral surface of the rotary plate 6 has a tooth surface on which a predetermined number of teeth are formed, and faces the inside of a sensor seat 24 formed through the peripheral wall of the cover cap 22. As shown by a two-dot chain line in the figure, the rotation of the shaft 3 can be detected by a magnetoelectric rotation sensor attached to the sensor seat 24, using the number of teeth on the outer periphery of the rotating disk 6 as a medium. .

With the above arrangement, the rotating shaft 3 supported by the fixed housing 2 rotates according to the rotation of the target shaft (not shown) transmitted to the spur gear 30 at one end. At this time, the flywheel 5 supported on the rotating shaft 3 via the ball bearings 50 and 51 tries to maintain the rotating or stopped state by its own inertia irrespective of the rotation of the rotating shaft 3. By pressing the friction ring 62 held on the rotating disk 6 that rotates integrally with the rotating shaft 3, the rotating disk 6 and the rotating shaft 3 are pressed.
The frictional resistance acts in the same direction as the rotational direction of the motor.

Therefore, the flywheel 5 rotates at the same speed as the rotating disk 6 and the rotating shaft 3 by the action of the frictional resistance during the steady rotation in which the rotating shaft 3 keeps a substantially constant rotating speed. However, when the rotation speed of the rotation shaft 3 fluctuates with time, the rotation speed of the rotation shaft 3 tries to maintain the current rotation speed irrespective of the fluctuation, and the rotation speed of the rotation shaft 3 and the rotation disk 6 rotate integrally. If it is twisted, relative angular displacement occurs with the torsion of the spring 7.

Since the relative angular displacement is generated against the frictional force applied to the pressing portion of the friction ring 62 and the torsional restoring force of the torsion spring 7, the displacement amount corresponding to the magnitude of the angular acceleration generated on the rotating shaft 3 is obtained. Will be provided. In the angular acceleration control valve 1 according to the present invention, when the relative angular displacement reaches a predetermined amount of displacement, the variable throttle that changes the throttle area according to the deviation of the rotary shaft 3 from the target angular acceleration is a rotary throttle. 3 and the flywheel 5.

As shown in FIG. 1, the flywheel 5 has a fitting portion that fits tightly on the outer periphery of the rotary shaft 3 between the ball bearings 50 and 51 that support the flywheel. An oil guide hole 32 is formed in the shaft center of the rotating shaft 3 from the end on the side where the spur gear 30 is formed to the inside of the fitting portion. The opening end of the oil guide hole 32 is closed by a plug 33 fitted therein, and a fixed throttle ring 34 having a small-diameter oil guide hole at the center is fitted and fixed in the middle of the oil guide hole 32. Both sides of this fitting position are provided around the outer periphery of the rotating shaft 3 by an oil supply hole 35 and an oil feeding hole 36 penetrating through the rotating shaft 3 in the radial direction, and the gap therebetween is sealed in a liquid-tight manner. In addition, each is connected to another annular groove.

The position where the annular groove is formed is set between ball bearings 20 and 21 that support the middle of the rotating shaft 3.
The oil supply hole 35 and the oil supply hole 36 communicate with the oil supply hole 25 and the oil supply hole 26 formed in the fixed housing 2 through communication holes 40 and 41 formed through the oil guide cylinder 4 at corresponding positions. . The oil supply hole 25 is connected to a hydraulic source (not shown), and a substantially constant hydraulic pressure P ₀ generated by the hydraulic source is introduced into the oil guide hole 32.

The leading end portion 39 of the oil guide hole 32 reaching the fitting portion with the flywheel 5 beyond the communication position of the oil feed hole 36 has an outer circumferential surface of the rotary shaft 3 formed by an oil guide hole 37 extending outward in the radial direction. It is communicated to. A ball bearing 51 supporting one side of the flywheel 5 on the inner peripheral surface of the flywheel 5 fitted to the communication position by a drain groove 53 extending in the axial direction at a predetermined position in the circumferential direction. The variable throttle which communicates with the disposition chamber and which has a throttle area that varies according to the deviation of the rotary shaft 3 from the target angular acceleration is formed by the drain groove 53 and the oil guide hole 37.

FIG. 2 is a cross-sectional view of the fitting portion of the rotary shaft 3 and the flywheel 5 at the position where the oil guide hole 37 and the drain long groove 53 are formed. As shown in the figure, the oil guide hole 37 and the drain groove 53 are formed at positions radially opposed to each other in the steady state where the relative angular displacement of the flywheel 5 with respect to the rotating shaft 3 does not occur. Is a predetermined magnitude, that is, a magnitude (= θ _r) corresponding to the target angular acceleration.
= Θ _f ), and the oil guide holes 37 communicate with each other when the direction of the oil guide holes 37 becomes as shown by the broken line in the figure.
After this, the diaphragm acts as a variable diaphragm that increases the diaphragm area with an increase in the relative angular displacement according to the increase in the deviation.

The flywheel 5 with respect to the rotating shaft 3
Is limited within a predetermined angle range from the position where the aperture of the variable stop is formed. As shown in FIGS. 1 and 4, the restriction pins 55, 55 are located at positions opposed to the flywheel 5 and the rotating plate 6 in the radial direction when the torsion spring 7 is not twisted, as shown in FIGS. 1 and 4. 65, and when the relative angular displacement θ is θ
It can be realized by a configuration in which collide with each other when exceeding the _r or theta _f. In this way, when the angular acceleration acting on the rotating shaft 3 becomes excessive at the time of sudden braking or the like, excessive twisting of the torsion spring 7 is prevented.
Can be improved in durability.

The ball bearing communicated with the drain long groove 53
The arrangement chamber 51 is communicated with the other end of the rotating shaft 3 by a communication hole 38 having an opening at a corresponding position. Also, a cover cap for covering the outside of the flywheel 5 and the rotating disk 6
The inside of 22 is communicated with an oil tank T by an oil drain hole 27 formed in the fixed housing 2 so as to communicate with a lower position of the oil tank T.

[0044] With the above arrangement, when the variable aperture is in the open state, as described above, oil guide hole has a pressure comprised P ₀ 32
The oil introduced into the ball bearing is depressurized by passing through the fixed throttle ring 34 and guided to the tip portion 39, and depressurized by passing through the variable throttle formed by the oil guide hole 37 and the drain groove 53.
The ball bearings 50 and 51 flow into the disposition chamber, lubricate the ball bearings 50 and 51, and are further guided to the other end of the rotating shaft 3 through the communication hole 38 to support the same side end of the rotating shaft 3. After the ball bearing 23 is lubricated and stays in the cover cap 22, it is discharged to the oil tank T via the oil drain hole 27.

At this time, the oil feed hole 26 communicating between the fixed throttle ring 34 and the variable throttle via the oil feed hole 36 and the communication hole 41.
The may retrieve the hydraulic pressure P _f after passing through the fixed aperture ring 34, the hydraulic P _f is increased of the variable throttle of the throttle area of the downstream side, i.e., the deviation from the target angular acceleration of the rotary shaft 3 The hydraulic pressure decreases with the increase.

As described above, in the angular acceleration control valve according to the present invention, a constant input oil pressure P ₀ is introduced into the oil supply hole 25 formed in the fixed housing 2 and the rotary shaft 3 is connected to the target shaft. the output hydraulic pressure P _f pressure regulated in accordance with the deviation from the target angular acceleration of the objective axis can be extracted Okuaburaana 26.

The pressure adjusting operation is performed by rotating the rotary shaft 3 that rotates in conjunction with the target shaft, the flywheel 5 that is externally fitted to the rotary shaft 3, the screw 7 that connects the two, and the flywheel 5. It has a friction ring 62 pressed against one surface to apply a predetermined frictional resistance, and can be realized by a simple configuration as shown in FIG. Adjustment of the characteristics after assembly is realized by adjusting the spring force of the coil spring 64 for pressing the friction ring 62 by operating the adjustment bolt 71, and replacing the coil spring 64 and the torsion spring 7; This adjustment operation can be easily performed by removing the cover cap 22 to expose the mounting portions of the flywheel 5 and the rotating disk 6.

FIG. 3 is a hydraulic circuit diagram showing the configuration of a hydraulic clutch engagement control device configured using the angular acceleration control valve 1 according to the present invention configured as described above. This figure is
This shows an example of application to a power split type hydraulic clutch type transmission disclosed in JP-A-50-136570.

[0049] The transmission unit 8, the output shaft of the engine E as a drive shaft S _1, between the wheel drive shaft as a driven shaft S _2, to Kakaridan a plurality of planetary gear mechanisms of these to each other A planetary gear group 80 containing a hydraulic clutch and an HST 81 containing a hydraulic pump and a motor are arranged side by side. At each of a plurality of shift speeds determined by engagement and disengagement of each hydraulic clutch of the planetary gear group 80, the HST 81 , A continuous gear change is made possible, and the axle S _{2 is} driven via the driven shaft S ₂ and the final reducer 82.
_It is taken out to ₃ to drive the wheels 83. In the figure, S ₄ is P for output of the PTO output.
This is the TO axis.

The angular acceleration control valve 1 according to the present invention is used in a circuit for generating operating hydraulic pressure of a plurality of hydraulic clutches incorporated in the planetary gear group 80. This operating hydraulic pressure generation circuit
The generated oil pressure P ₀ of the hydraulic pump P as a hydraulic source is reduced by a pressure reducing valve.
The pressure is supplied to each of the other hydraulic clutches via the directional switching valve 85 and the directional control valve 85, and the respective hydraulic clutches are engaged by the switching operation of the directional switching valve 85 to obtain the desired gear position. the depressurizing the hydraulic pressure generated P _0, it has a configuration to reduce the shift shock due to rapid engagement operation by.

The pressure reducing valve 84 is provided with a pressure guiding circuit 86 for introducing pilot pressure, and performs a known operation of increasing the degree of pressure reduction during operation according to the decrease in pilot pressure. Angular acceleration control valve 1, the driven shaft S ₂ and the objective axis, one end of the spur gear 30 of the rotary shaft 3 is engaged with the spur gear 31 is fitted to the intermediate portion of this, the rotary shaft 3 Is rotated at a speed corresponding to the driven shaft S ₂ , while the generated oil pressure P ₀ is introduced into the oil supply hole 25 on the upstream side of the fixed throttle ring 34, and the oil is fed between the fixed throttle ring 34 and the variable throttle. The hole 26 is connected to the pressure guide circuit 86, and the output oil pressure P taken out to the oil feed hole 26
_f is supplied to the pressure reducing valve 84 as pilot pressure.

In the hydraulic clutch engagement control device configured as described above, one of a plurality of hydraulic clutches built in the planetary gear group 80 is engaged to obtain an appropriate gear position. If, with the blocking of the hydraulic clutch corresponding to another shift stage is performed prior to this, when the rotational speed of the driven shaft S ₂ is reduced by road surface resistance applied to the wheels 83, the rotary shaft 3 along with this output hydraulic pressure P _f of the angular acceleration control valve 1 is reduced in accordance with the angular acceleration occurring, thereby the operation of the pressure reducing valve 84 to pilot pressure, hydraulic pressure fed to the hydraulic clutch is maintained at a low pressure As a result, the hydraulic clutch is in a semi-engaged state.

[0053] And this state, the transmission passing through the planetary gear mechanism corresponding to the hydraulic clutch which is under the half-engaged, the rotational speed of the driven shaft S ₂ is increased, becomes constant its angular acceleration at a predetermined value After the hydraulic clutch is synchronized by the end of the acceleration, the control is continued until the variable throttle of the angular acceleration control valve 1 is closed, so that the occurrence of a shift shock due to the shift operation can be effectively reduced. Also utilizing the output hydraulic pressure P _f of the angular acceleration control valve 1 is generated as a pilot pressure of the pressure reducing valve 84, hydraulic oil in the hydraulic clutch, because they give by the operation of the pressure reducing valve 84, to ensure a sufficient amount of hydraulic oil High responsiveness can be obtained.

FIG. 4 is a side sectional view showing another embodiment of the angular acceleration control valve according to the present invention. In this angular acceleration control valve 1, a fixed housing 2 is provided on the ball bearing 20 side.
The end of the rotating shaft 3 protruding outward is connected to the output shaft 9 of a hydraulic motor 90 flanged to the outer surface of the fixed housing 2 on the same side, and the rotating shaft 3 is rotationally driven by the hydraulic motor 90. It is configured to be. The configuration of the other parts is the same as that of the angular acceleration control valve 1 shown in FIG. 1, and the corresponding parts are denoted by the same reference numerals and description thereof will be omitted.

[0055] In this angular acceleration control valve 1, the rotation shaft 3 rotates according to the rotation of the hydraulic motor 90, this time, to retrieve the output hydraulic pressure P _f corresponding to the angular acceleration of the rotation of the rotary shaft 3 It becomes possible. Therefore, by driving the hydraulic motor 90 based on the detection result of the rotational speed of the target shaft, the output hydraulic pressure P _f according to the angular acceleration of the target shaft can be obtained without mechanical connection with the target shaft. Is obtained.

FIG. 5 is a hydraulic circuit diagram showing another configuration of the hydraulic clutch engagement control device constituted by using the angular acceleration control valve 1 of FIG. This figure is similar to FIG.
136570 shows an example of application to a power split type hydraulic clutch type transmission disclosed in JP-A-136570, etc., showing a configuration of a transmission 8 and a hydraulic circuit excluding a hydraulic motor 90, a hydraulic pump 91 and an angular acceleration control valve 1. Is the same as that in FIG. 3, and the corresponding parts are denoted by the same reference characters and description thereof is omitted.

The angular acceleration control valve 1 introduces the generated oil pressure P ₀ into the oil supply hole 25 on the upstream side of the fixed throttle ring 34 and
The Okuaburaana 26 between the 34 and the variable throttle is connected to said conductive pressure circuit 86, the output hydraulic pressure P _f taken out in Okuaburaana 26, become the feed Kyusuru configured as a pilot pressure to the pressure reducing valve 84 I have.
Angular acceleration control valve 1 is directed to axis a driven shaft S _2, generates an output hydraulic pressure P _f corresponding to the target angular acceleration of the driven shaft S ₂ but, unlike FIG. 3, the driven shaft S ₂ The input end of the hydraulic pump 91 is connected to the spur gear 31 fitted in the middle part. The hydraulic pump 91 is connected to the hydraulic motor 90 integrally mounted on the angular acceleration control valve 1 by a circulating oil passage as shown in the drawing, and rotates the hydraulic motor 90 by oil supply from the hydraulic pump 91. The rotation shaft 3 of the angular acceleration control valve 1 connected to the output shaft 9 is rotated.

[0058] In the engagement control system for a hydraulic clutch which is configured as described above, as in FIG. 3, the output hydraulic pressure P _f of the angular acceleration control valve 1 by the operation of the pressure reducing valve 84 to pilot pressure, the planetary gears A plurality of hydraulic clutches incorporated in 80 are loosely engaged, so that the occurrence of a shift shock due to a shift operation can be effectively reduced. The output hydraulic pressure P _f of the angular acceleration control valve 1 is generated using as a pilot pressure of the pressure reducing valve 84, because the working oil in the hydraulic clutch is obtained by the operation of the pressure reducing valve 84, to ensure a sufficient amount of hydraulic oil And high responsiveness can be obtained.

[0059] The speed rotary shaft 3 angular acceleration control valve 1 is not intended that the driven shaft S ₂ as the target axis, which corresponds with the feed oil from the hydraulic pump 91, and indirectly driven shaft S ₂ at the fact that is connected to the output shaft 9 of the hydraulic motor 90 is driven to rotate, is necessary to set the arrangement position of the angular acceleration control valve 1 including the hydraulic motor 90 in the vicinity of the driven shaft S ₂ There is an advantage that arrangement freedom increases.

FIG. 6 shows the linear acceleration of a vehicle equipped with a hydraulic clutch type transmission constructed as shown in FIGS. 3 and 5, and the target setting of the angular acceleration control valve 1 according to the present invention used for this. FIG. 7 is a Bode diagram showing a transfer characteristic between the value and a relative displacement angle. As is apparent from the figure, the angular acceleration control valve 1
Indicates a frequency characteristic as a second-order lag element having a natural angular frequency ω ₀ , and when used in an engagement control device for a hydraulic clutch as shown in FIGS. In the natural angular frequency range (ω ₁ to ω ₂ in the figure) of a spring vibration system composed of an operating piston that moves in accordance with the above, and a friction plate that is pressed against the spring force of the return spring by this movement. On the other hand, by setting the natural angular frequency ω _{0 to} be sufficiently small, a stable operation can be performed.

The response curve shown by the solid line in FIG. 6 shows the frequency characteristics when the temperature of the hydraulic oil is a normal high temperature (80 ° C. to 90 ° C.). Accompanying this, the pressure changes sequentially as shown by the broken line and the dashed line in the figure, and the product of this and the kinematic viscosity of the hydraulic oil determines the acceleration. However, since both are in a trade-off relationship, substantially constant characteristics are obtained until the temperature of the hydraulic oil decreases to around 15 ° C., and the characteristics are adversely affected in the oil temperature range of 15 ° C. or lower. In order to eliminate such adverse effects, FIGS.
As shown by a two-dot chain line therein, an oil heater H is disposed halfway to the oil supply hole 25 of the angular acceleration control valve 1, and the oil heater H is operated based on the detection result of the temperature of the hydraulic oil. Is desirable.

[0062]

As described in detail above, in the angular acceleration control valve according to the present invention, the rotary shaft and the flywheel which is fitted to the rotary shaft so as to be rotatable relative to the rotary shaft are connected via a torsion spring.
With a simple configuration including a friction member that applies frictional resistance between the two, when the rotation shaft rotates with the rotation of the target shaft, a variable structure formed on the fitting circumference of the rotation shaft and the flywheel In the throttle, a change in the throttle area according to a deviation from a preset target angular acceleration with respect to the target axis can be caused, and as a hydraulic pressure regulated by this change, a deviation from the target angular acceleration can be obtained. Is obtained according to the pressure.

Further, by mechanically connecting the rotary shaft to the target shaft, there is no possibility that an electrical malfunction will occur, and a reliable operation can be performed. Further, by connecting the rotating shaft to the output end of a hydraulic motor that is driven to rotate at a speed corresponding to the target shaft, the angular acceleration control valve can be disposed not only near the target shaft, but also The degree of freedom of position can be increased.

Further, in the hydraulic clutch engagement control device according to the present invention provided with the angular acceleration control valve as described above,
An angular acceleration control valve whose target axis is the driven axis of the hydraulic clutch generates a hydraulic pressure corresponding to the deviation of the driven axis from the target angular acceleration, and a pressure reducing valve that operates using the generated hydraulic pressure as a pilot pressure allows a hydraulic pressure source to operate. Since the supplied hydraulic pressure with a substantially constant pressure is reduced and sent to the hydraulic clutch as hydraulic pressure, a sufficient amount of hydraulic oil can be obtained, and shift shock can be generated without impairing responsiveness. Can be prevented.

Also, the natural angular frequency of the vibration system included in the angular acceleration control valve whose target axis is the driven shaft is set smaller than the natural angular frequency of the vibration system included in the hydraulic clutch to be fed. The present invention has excellent effects, for example, the engagement operation of the hydraulic clutch according to the hydraulic pressure generated by the angular acceleration control valve can be stably performed.

[Brief description of the drawings]

FIG. 1 is a side sectional view of an angular acceleration control valve according to the present invention.

FIG. 2 is a cross-sectional view of a fitting portion between a rotating shaft and a flywheel.

3 is a hydraulic circuit diagram showing a configuration of an engagement control device for a hydraulic clutch configured using the angular acceleration control valve shown in FIG. 1. FIG.

FIG. 4 is a side sectional view showing another embodiment of the angular acceleration control valve according to the present invention.

5 is a hydraulic circuit diagram showing a configuration of an engagement control device for a hydraulic clutch configured using the angular acceleration control valve shown in FIG. 4;

FIG. 6 is a Bode diagram showing a frequency response characteristic of the angular acceleration control valve according to the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Angular acceleration control valve 3 Rotating shaft 5 Flywheel 6 Rotating disk 7 Torsion spring 8 (Hydraulic clutch type) transmission 9 Hydraulic motor 32 Oil guide hole 34 Fixed throttle ring 37 Oil guide hole 53 Drain long groove 62 Friction ring 64 Coil spring 91 Hydraulic pump

Claims (5)

[Claims] 1. A rotary shaft that rotates with the rotation of a target shaft, a flywheel externally fitted to a part of the rotary shaft so as to be relatively rotatable, and the flywheel and the rotary shaft connected to each other. Torsion that produces a twist according to the relative rotation of
The input shaft is restrained from rotating, a friction member that is pressed against a part of the flywheel and applies a predetermined frictional resistance to the flywheel, and is configured on a fitting circumference of the rotary shaft and the flywheel, A variable throttle that increases or decreases its throttle area in accordance with the relative angular displacement of the two, and regulates the feed hydraulic pressure from a hydraulic pressure source by changing the throttle area, and sets a target angle of the target shaft upstream of the variable throttle. An angular acceleration control valve configured to generate a hydraulic pressure corresponding to acceleration. 2. The angular acceleration control valve according to claim 1, wherein the rotation shaft is mechanically connected to the target shaft. 3. A hydraulic pump mechanically connected to the target shaft, and a hydraulic motor rotating by oil supply from the hydraulic pump, wherein the rotary shaft is connected to an output end of the hydraulic motor. The angular acceleration control valve according to claim 1. 4. An engagement control of a hydraulic clutch for pressing a friction plate against a spring force of a return spring and engaging a drive shaft and a driven shaft by movement of an operation piston according to supply of an operation oil pressure. In the device, the angular acceleration control valve according to any one of claims 1 to 3, which is disposed with the driven shaft as a target axis, and operates as a pilot pressure using a hydraulic pressure generated by the angular acceleration control valve. A hydraulic pressure clutch engagement control device, comprising: a pressure reducing valve that reduces the supply hydraulic pressure from a hydraulic pressure source according to an increase in pilot pressure to generate the operating hydraulic pressure. 5. The natural frequency of a vibration system constituted by a flywheel and a torsion spring in the angular acceleration control valve is higher than the natural frequency of a vibration system constituted by an operating piston and a return spring in the hydraulic clutch. 5. The engagement control device for a hydraulic clutch according to claim 4, wherein the value is also set to be small.