JP2892036B2 - Accumulator control valve - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an accumulator control valve capable of continuously adjusting a spring load.

(Prior Art) Conventionally, in a hydraulic control valve for adjusting a hydraulic pressure supplied from a pressure oil supply source and outputting the adjusted hydraulic pressure to an actuator,
A spool is slidably disposed in the valve body, and mechanical pressure or oil pressure is applied to the end surface of the spool or the end surface of the land to adjust the position of the spool.

For example, in an automatic transmission for an automobile, a multi-plate clutch or a brake is provided for engaging and disengaging various shafts, gears, and the like when switching gears of the automatic transmission. Power for operating these multi-plate clutches or brakes, or power for controlling them, is provided by hydraulic pressure.

Therefore, various hydraulic control valves are provided, and the supplied pressure oil is adjusted to an appropriate pressure by the signal pressure and output to the actuator.

Among the above hydraulic control valves, the accumulator control valve receives a signal pressure corresponding to the throttle opening from the throttle valve, and moves the spool by the load of the signal pressure and a spring disposed in the actuator control valve to change the line pressure. Is adjusted, and the adjusted pressure oil is sent to each accumulator to control the back pressure.

However, in the accumulator control valve having the above configuration, the back pressure of the accumulator is controlled only by the balance between the throttle pressure and the spring load. Therefore, the back pressure of the accumulator cannot be finely adjusted depending on various traveling conditions.

In view of this, there has been provided a device in which the hydraulic pressure on the output side of the linear solenoid valve is added to the signal pressure of the accumulator control valve in addition to the throttle pressure.

(Problems to be Solved by the Invention) However, in the accumulator control valve having the above-described configuration, a variation in the back pressure of the accumulator increases by an amount corresponding to the addition of the linear solenoid valve. That is, in the conventional accumulator control valve, only the variation in the throttle pressure and the variation in the spring load output from the throttle valve are added, but the variation in the output pressure of the linear solenoid valve is added, and the accumulator having different characteristics for each assembly. A control valve will be manufactured.

The present invention solves the above-mentioned problems of the conventional accumulator control valve, can eliminate the variation in the hydraulic pressure of the back pressure chamber of the accumulator, and can reduce the operating cost for adjusting the spring load. It is intended to provide a valve.

(Means for Solving the Problems) For this purpose, in the accumulator control valve of the present invention, the accumulator control valve is connected to an accumulator that regulates the operating oil pressure supplied to one of the clutch hydraulic servo and the brake hydraulic servo. A signal pressure is applied to one of the end face and the end face of the land, and the hydraulic pressure of the back pressure chamber of the accumulator is controlled by moving the spool in accordance with the signal pressure.

A spring that abuts one end of the spool to apply a spring load to the end surface; a tubular body provided at one end of the spool; and a tubular body that is provided in the tubular body, and is movable toward and away from the spring. Adjustment screw arranged on the
A nut is provided in the cylindrical body and screwed with the adjustment screw, and has a fixing piece for preventing rotation of the adjustment screw.

Further, the spring load is adjusted by the relative rotation between the adjusting screw and the nut when the adjusting screw is rotated. The fixing piece has a hole corresponding to a hexagonal head portion of the adjusting screw and a hole corresponding to a convex portion formed on the cylindrical body.

In another accumulator control valve according to the present invention, at least two signal pressures are provided.

According to the present invention, as described above, the accumulator control valve is connected to the accumulator that regulates the operating hydraulic pressure supplied to one of the clutch hydraulic servo and the brake hydraulic servo, A signal pressure is applied to one of the end surface of the spool and the end surface of the land,
By moving the spool in accordance with the signal pressure, the hydraulic pressure in the back pressure chamber of the accumulator is controlled.

A spring that abuts one end of the spool to apply a spring load to the end surface; a tubular body provided at one end of the spool; and a tubular body that is provided in the tubular body, and is movable toward and away from the spring. Adjustment screw arranged on the
A nut is provided in the cylindrical body and screwed with the adjustment screw, and has a fixing piece for preventing rotation of the adjustment screw.

Further, the spring load is adjusted by the relative rotation between the adjusting screw and the nut when the adjusting screw is rotated. The fixing piece includes a hole corresponding to a hexagonal head portion of the adjustment screw and a hole corresponding to a convex portion formed on the cylindrical body.

In this case, the hydraulic pressure in the back pressure chamber of the accumulator can be controlled as set by adjusting the spring load. Therefore, it is possible to eliminate the variation in the hydraulic pressure in the back pressure chamber of the accumulator, and to reduce the operation cost for adjusting the spring load.

When adjusting the spring load, it is only necessary to rotate the adjusting screw, so that the working cost can be further reduced.

Further, since the relative rotation between the cylindrical body and the adjusting screw is regulated by the fixing piece, it is possible to prevent the adjusting screw from rotating due to vibration or the like after adjusting the spring load. Therefore, the spring load can be stabilized.

In another accumulator control valve according to the present invention, at least two signal pressures are provided.

In this case, even if the signal pressures vary when the signal pressures are generated, the characteristics of each assembly can be made uniform only by rotating the adjustment screw.

(Example) Hereinafter, an accumulator control valve of the present invention will be described in detail with reference to the drawings.

2 and 3, the automatic transmission 1 includes a torque converter 2, a planetary gear transmission gear mechanism 3, and a hydraulic control device 5, and includes a converter housing 6, a case 7, and an extension housing 9, respectively. Are housed in the valve body 10 and the oil pan 11.

The torque converter 2 is provided with a lock-up clutch 12 for improving power transmission efficiency, and the rotational power of the input member 13 is indirectly transmitted by an oil flow in the torque converter 2 or the lock-up clutch 12 It is transmitted directly to the input shaft 15 of the transmission gear mechanism 3 by the engagement.

The transmission gear mechanism 3 has an overdrive planetary gear unit 17 and a front planetary gear unit 19 and a rear planetary gear unit 20.
And a main transmission unit 21 composed of

Here, the overdrive planetary gear unit
17 is connected to the input shaft 15 and the planetary pinion 22
Carrier 24 supporting the sun gear 2 surrounding the input shaft 15
3, and a ring gear 25 connected to the input shaft 26 of the main transmission unit 21. Also, carrier 24 and sun gear
Between 23, an overdrive direct clutch C ₀ and a one-way clutch F ₀ are interposed,
Overdrive brake B ₀ is disposed between the sun gear 23 and the case 7.

Next, the front planetary gear unit 19 is connected to the output shaft 27.
And a carrier 29 supporting the planetary pinion 28, a sun gear 30a surrounding the output shaft 27 and integrally formed with the sun gear 30b of the rear planetary gear unit 20, and a forward clutch C _{1 on the} input shaft 26. And a ring gear 31 which is connected through the ring gear 31. Between the input shaft 26 and the sun gear 30a direct clutch C ₂ is the second coast brake B ₁ consisting of a band brake is interposed between the sun gear 30a and the case 7. Between the sun gear 30a and the case 7, further second brake B ₂ is disposed consisting of multi-plate via a one-way clutch F _1.

The rear planetary gear unit 20 includes a carrier 33 supporting the planetary pinion 32, a sun gear 30b, and a ring gear 35 directly connected to the output shaft 27. A 1st & Rev brake is provided between the carrier 33 and the case 7. B ₃ and the one-way clutch F ₂ are arranged in parallel. In FIG. 2, reference numeral 36 denotes a hydraulic pump.

Here, as shown in FIG. 2, in the overdrive planetary gear unit 17, the boss portion 23 of the sun gear 23 is provided.
a is extending in the axial direction, the one-way clutch F ₀ between the sleeve 24a fixed to the boss portion 23a and the carrier 24 are interposed.

Further, a flange portion 40 constituting a cylinder extends from the boss portion 23a, and a piston 41 is formed on the flange portion 40.
There constitute a hydraulic actuator for overdrive direct clutch C ₀ fitted. Then, between the flange portion 40 inner peripheral surface and the casing 7 and overdrive brake B ₀ is provided, an annular flange portion 42 extending radially outward is fixed to the outer periphery of the flange portion 40 You.

A number of holes or notches are formed in the flange 42, and a non-contact type sensor 45 such as light or magnetism is provided in the case 7 so as to face the holes or notches. The sensor 45
The time of connection of the overdrive direct clutch C _0, i.e. the first speed, second speed, the third speed, for detecting the rotational speed of the flange portion 42 integral with the input shaft 15.

On the other hand, a vehicle speed sensor 46 for detecting the rotation of the output shaft 27 is disposed in the extension housing 9, and signals from the vehicle speed sensor 46 and the sensor 45 are sent to a control unit together with signals from other sensors. , A hydraulic control device 5 described later
The solenoid valves S ₁ , S ₂ , S ₃ and S ₄ (see FIG. 4) are controlled.

Next, the hydraulic control device 5 will be described with reference to FIG.

In the figure, C ₀ , C ₁ , and C ₂ are hydraulic servos of the respective clutches, and B ₀ , B ₁ , B ₂ , and B ₃ are hydraulic servos of the respective brakes. 2 is a torque converter, 36 is a hydraulic pump, 37
Is a strainer.

Reference numeral 51 denotes a manual valve which is operated when the driver performs a shift shift.The manual valve is connected to a shift lever in the driver's seat via a push-pull cable, and each position P, R, N, and Switch to D, 2nd, L,
The line pressure port p communicates with each of the ports a, b, c, d as shown by the circles in FIG.

Reference numeral 52 denotes a primary regulator valve that regulates a line pressure by a throttle modulator pressure and a line pressure at the time of reverse, and supplies the regulated oil to a lock-up relay valve 57 and a secondary regulator valve 55 described later.

Reference numeral 53 denotes a throttle valve, which compresses the upper and lower two springs according to the degree of depression of the accelerator pedal, and obtains a throttle pressure corresponding to the engine output by a cutback pressure from a cutback valve 59 described later. belongs to.

Reference numeral 55 denotes a secondary regulator valve which adjusts the hydraulic pressure from the primary regulator valve 52 to provide lubricating hydraulic pressure and supplies the lubricating hydraulic pressure to a lock-up relay valve 57.

Reference numeral 56 denotes a lock-up control valve, which adjusts a hydraulic pressure applied to a valve end of the lock-up relay valve 57. Further, the lock-up relay valve 57 is operated by a signal pressure from the linear solenoid valve S ₃ and the solenoid relay valve 58, is to disengage the lock-up clutch 12 of the torque converter 2.

Reference numeral 59 denotes a cutback valve, which applies cutback pressure to the throttle valve 53 to regulate the pressure of the throttle pressure. The cutback valve
59, when other than L range or R-range is operated by hydraulic pressure supplied to the second coast brake B ₁ and second brake B _2.

60 is a 1-2 shift valve for switching between a first speed and the second speed, they become as oil pressure of the solenoid valve S ₂ is supplied to the tip, the valve 60 takes the right half position when the first speed, Takes the left half position at 2,3,4th speed. In other words, it is in the right half position in the first gear, and the second coast brake
B ₁ , the hydraulic pressure supply to the second brake B ₂ is constantly stopped,
Hydraulic pressure supply to the 1st & Rev brake B ₃ only when the L-range is to be carried out. Then, the second speed when the valve is in the left-half position, so that the hydraulic pressure from the manual valve 51 is supplied to the second brake B _2. In the 2nd and L ranges, 2-
Receiving the hydraulic pressure from 3 shift valve supplies the second coast brake B ₁ via the second coast modulator valve 66 this.

Further, 61 is a 2-3 shift valve for switching between a second speed and third speed, hydraulic pressure of the solenoid valve S ₁ at the tip is not to be supplied, the valve 61 is the right half the time 2 speed Take the position and take the left half position at 3rd and 4th speed. Ie 1,2
Supply of hydraulic pressure to the direct clutch C ₂ which has been stopped when fast is, so the valve becomes the third speed is performed by the left-half position.

Then, 62 is a 3-4 shift valve for switching between a third speed and the fourth speed, they become as oil pressure of the solenoid valve S ₂ is supplied to the tip, the valve 62 at the time of 1, 2, 3 speed Take the right half position and take the left half position at 4th speed. That is, the hydraulic pressure to the overdrive direct clutch C ₀ which has been supplied at the time of 1, 2, 3 speeds are taken to the fourth speed is not supplied by the valve is in the left-half position, whereas when the 1,2,3-speed so the supply of hydraulic pressure is conducted to the overdrive brake B ₀ which has been stopped.

63 when the vehicle speed is more than 9km / h for example, actuated by the solenoid valve S ₂ is opened, a reverse inhibit valve for stopping the oil pressure to the direct clutch C _2.

Reference numeral 65 denotes a low coast modulator valve, and 66 denotes a second coast modulator valve, which is activated when the engine brake is applied.

Each of the clutches C ₀ , C ₁ , C ₂ and brakes B ₀ , B ₂ is provided with an accumulator. That is, 67 is C ₀
Use accumulator 68 is C ₁ accumulator, 69 B ₀ accumulator, the C ₂ accumulator 70, 71 is a B ₂ accumulator. The B ₀ accumulator 69, the back pressure chamber of the C ₂ accumulator 70 and B ₂ accumulator 71
An accumulator control valve 72 is provided to regulate the hydraulic pressure communicating with 69a, 70a, 71a and to regulate the low coast modulator valve 65 and the second coast modulator valve 66.

Then, S ₁ and S ₂ are solenoid valves for switching and controlling the 1-2 shift valve 60,2-3 shift valve 61,3-4 shift valve 62 as described above, S ₃ and S ₄ are linear solenoid valves The hydraulic pressure adjusted by the solenoid modulator valve 73 is supplied.

Linear solenoid valve S ₄ has its output side connected to the accumulator control valve 72. The accumulator control valve 72 receives the throttle pressure adjusted by the throttle valve 53 as a signal pressure, and sends the cut-off valve 75 adjusts the line pressure by the output pressure of the linear solenoid valve S _4, C as a back pressure control Send _one accumulator 68 and B ₀ accumulator 69.

74 is an orifice control valve, and 75 is a cutoff valve. The cutoff valve 75 takes two positions in response to a hydraulic signal according to the acceleration / deceleration state of the vehicle. The output side of the cut-off valve 75, which is connected to C ₀ accumulator 57, thereby making it possible to control the back pressure.

In the above hydraulic control circuit, the accumulator control valve of the present invention has a configuration as shown in FIG.

That is, the accumulator control valve 72 is
The valve chamber 721 and a spool 72 sliding in the valve chamber 721
2 and a hold valve arranged to be detachable from the spool 722
A sleeve 724 is provided between the valve body 10 and the spool 722 and the hold valve 723.

The valve chamber 721 adjusts the port a to which the line pressure is supplied, the ports b and c from which the oil whose pressure is adjusted by the movement of the spool 722 is discharged, and the accumulator back pressure of the adjusted oil by the throttle 724. , port d to the feedback oil chamber 725 formed in the end surface of the holding valve 723, the drain port e, f, port g undergoing connected throttle pressure to the output side of the throttle valve 53, and the linear solenoid valve S ₄ It is connected, and a port h supplied with regulated output pressure by the current value in the linear solenoid valve S _4.

The port b is connected to the back pressure port i of the accumulator 68 via the oil passage 726, and the port c is connected to the back pressure ports j and k of the accumulators 70 and 71 via the oil passage 727. It is connected to the back pressure port 1 of the accumulator 69 via a branched oil passage 728.

The spool 722 is located above the valve chamber 721 in the figure, and has a large-diameter upper land 722a, a small-diameter intermediate land 722b, and a small-diameter lower land 722c. It is biased downward.

On the other hand, the hold valve 723 is located below the valve chamber 721, is disposed so as to be able to approach and separate from the spool 722, and has upper lands 723a and 723b having the same diameter.

The hold valve 723 forms an oil chamber 725 at a lower portion, and is pressed upward in a normal pressure control state by receiving feedback of the accumulator back pressure from the feedback port d.

Further, an oil chamber 731 in which the spring 730 is accommodated is formed above the large-diameter upper land 722a of the spool 722, a throttle pressure is supplied through a port g, and the spool 722 is moved according to the throttle opening. Press down. And, between the small diameter of the intermediate land 722b and the small diameter of the lower land 722c is an oil chamber 732 is formed, the output pressure of the linear solenoid valve S ₄ is supplied via the port h.

As described above, the spool 722 is a throttle pressure, the output pressure and feedback pressure of the linear solenoid valve S ₄ is added as a signal pressure, it adjusts the line pressure taking spring load balance, and outputs the accumulator back pressure .

Here, the accumulator back pressure is
It can be adjusted by an adjusting screw 733 arranged to abut the.

The adjusting screw 733 is housed in a cylindrical body 734 provided at the upper end of the sleeve 724, and moves forward and backward by relative rotation with a nut 735 provided at the tip of the adjusting screw 733. It has become.

Therefore, by rotating the adjusting screw 733 to advance and retreat, the spring load can be adjusted steplessly.

A fixing piece 737 is provided on the head portion 736 of the adjusting screw 733 to prevent rotation after the adjustment. The fixing piece 737 has a hole corresponding to the hexagonal head portion 736 of the adjusting screw 733 and a hole corresponding to the convex portion 738 formed on the cylindrical body 734. The relative rotation between the 733s is regulated, and after the adjustment, the adjusting screw 733 rotates due to vibration or the like, so that the spring load does not change. Also, even when the rotation of the adjusting screw 733 is restricted by the fixing piece 737 having the above configuration, the adjustment can be performed almost steplessly by setting the pitch of the screw portion of the adjusting screw 733 small.

Each of the solenoid valves S ₁ , S ₂ , S ₃ ,
S ₄ , clutches C ₀ , C ₁ , C ₂ , brakes B ₀ , B ₂ , B _3, and one-way clutches F ₀ , F ₁ , F ₂ are positioned at positions P, R, R (V
≧ 9), the 6th gear at N, D, 2nd, L
The control is performed as shown in the operation table shown in FIG.

That is, when the first speed in the D range or 2nd range, the solenoid valve S ₁ is in an ON state, the result overdrive direct clutch C _0, the one-way clutch F _0, F _2, and the forward clutch C ₁ is engaged, Others are open. Therefore, overdrive planetary gear unit 17, overdrive direct clutch C ₀ and the one-way clutch via the F ₀ has become directly coupled together, the input shaft 26 of the intact primary shifting unit 21 rotates the input shaft 15 Conveyed to. In the main transmission unit 21, the rotation of the input shaft 26 is controlled by the forward clutch.
C ₁ is transmitted to the ring gear 31 of the front planetary gear unit 19, further transmitted to the carrier 29 and the output shaft 27 integral with the carrier 29, and the carrier 33 of the rear planetary gear unit 20 is transmitted via the sun gear 30. a imparts a rotational force of the left, since the rotation is prevented by the one-way clutch F _2, planetary pinion 32 for transmitting power to the ring gear 35 integral with the output shaft 27 to rotate.

At the 2nd speed in the D range, the solenoid valve
Solenoid valve S ₂ in addition to on the S ₁ is switched on. With this, the overdrive direct clutch
C ₀ , one-way clutch F ₀ , forward clutch C ₁ , one-way clutch F ₁ and second brake B ₂ are engaged,
Others are released. Therefore, the overdrive planetary gear unit 17 is in the directly connected state described above, and the rotation of the input shaft 15 is transmitted to the input shaft 26 of the main transmission unit 21 as it is. Further, the main transmission unit 21 is transmitted to the ring gear 31 of the front planetary gear unit 19 the rotation of the input shaft 26 through the forward clutch C _1, imparting rotational force leftward to the sun gear 30 via the planetary pinion 28 Suruga, the sun gear 30 is rotated in the said direction is prevented by the one-way clutch F ₁ due to the engagement of the second brake B _2. Therefore, the carrier 29 rotates while the planetary pinion 28 rotates, and the front planetary gear unit
The second speed rotation is transmitted to the output shaft 27 via only 19.

Also, at 3rd speed in D range and 2nd range,
Solenoid S ₁ is turned off, overdrive direct clutch C _0, the one-way clutch F _0, the forward clutch
C ₁ , the direct clutch C ₂ and the second brake B ₂ are engaged, and the others are in the released state. Therefore, overdrive planetary gear unit 17 is in a directly coupled state as described above, also the main transmission unit 21, the front planetary gear unit 19 by engaging the forward clutch C ₁ and the direct clutch C ₂ is integral, the input The rotation of the shaft 26 is transmitted to the output shaft 27 as it is.

Then, in a four speed i.e. the highest speed stage in the D range, the solenoid valve S ₂ is also turned off, the forward clutch C _1, the direct clutch C ₂ and the second brake B ₂ is in the engaged state, when the main speed change unit 21 is the third speed at the same time there is a directly connected state, the overdrive planetary gear unit 17, overdrive brake B ₀ is changed over to be engaged with overdrive direct clutch C ₀ is released. Accordingly, the sun gear 23 is locked by the over-drive brake B _0, planetary pinion 22 carrier 24 while rotating is being rotated by the power transmitted to the ring gear 25, the input shaft of the main transmission unit 21 in a directly connected state 26
, The rotation of the overdrive is transmitted.

On the other hand, during a downshift in the case of 4-3, overdrive brake B ₀ is released with overdrive direct clutch C ₀ is engaged, and if the 3-2, direct clutch C ₂ is released, 2- 1, the second brake B ₂ is released.

When the manual valve 51 is operated in the second range, the first and third speeds are the same as those in the D range. And in the case of 2nd gear, forward clutch
In addition to C ₁ , the overdrive direct clutch C ₀ and the second brake B ₂ , the second coast brake B ₁ is engaged, and the sun gear 30 of the main transmission unit 21 is locked and the engine brake is activated.

The second speed in the L range is the same as the second speed in the two ranges described above, but in the first speed, the 1st & Rev brake B ₃ is engaged in addition to the forward clutch C ₁ and the overdrive direct clutch C _0. At the same time, the carrier 33 of the rear planetary gear unit 20 is locked, and the engine brake is activated.

Next, in the R range, the overdrive direct clutch C ₀ , the one-way clutch F ₀ and the direct clutch C ₂
And engaging the brake B _3, the other is in a released state. Therefore, overdrive planetary gear unit 17 is in a directly connected state, also the main transmission unit 21, rotation of the input shaft 26 is transmitted directly to the sun gear 20 by the direct clutch C _2, and locks the rotation of the carrier 33 by the brake B ₃ The rotation of the sun gear 30 is a planetary pinion
The rotation is transmitted to the ring gear 35 as a reverse rotation through the rotation of the output shaft 32, and the output shaft 27 is rotated in the reverse direction. Even if the manual valve 51 is operated in the R range, the vehicle speed is maintained at a predetermined speed, for example, 9 km / h.
When in the above, a solenoid valve S ₂ is turned on, since the direct clutch C ₂ is in the released state, not in the reverse rotation state. That is, the direct clutch C ₂ is prevented engaged in traveling at a predetermined speed or more speed.

It should be noted that the present invention is not limited to the above embodiments, and various modifications are possible based on the gist of the present invention, and they are not excluded from the scope of the present invention.

For example, in the embodiment of the present invention, the accumulator control valve is described, but the present invention can be applied to other pressure regulating valves having the same structure.

[Brief description of the drawings]

FIG. 1 is a sectional view of an accumulator control valve showing an embodiment of the present invention, FIG. 2 is an overall sectional view of an automatic transmission to which the present invention is applied, FIG. 3 is a schematic configuration diagram thereof, and FIG. FIG. 5 is a circuit diagram showing a control device, FIG. 5 is an operation diagram of a manual valve in each range, and FIG. 6 is a diagram showing operating states of a solenoid valve, a clutch, a brake, and a one-way clutch in each range. DESCRIPTION OF SYMBOLS 1 ... Automatic transmission, 2 ... Torque converter, 3 ... Transmission gear mechanism, 5 ... Hydraulic control device, 6 ... Converter housing,
7… Case, 10… Valve body, 11… Oil pan, 12…
Lock-up clutch, 17 ... overdrive planetary gear unit, 19 ... front planetary gear unit,
20: Rear planetary gear unit, 21: Main transmission unit, 51: Manual valve, 52: Primary regulator valve, 53: Throttle valve, 55: Secondary regulator valve, 60: 1-2 shift valve, 61: 2-3
Shift valve, 62… 3-4 shift valve, 65… Low coast modulator valve, 66… Second coast modulator valve, 72… Accumulator control valve, 73… Solenoid modulator valve, 75… Cut off valve, 72… Spool, 730… Spring , 733 ... adjustment screw, 737 ... fixing piece.

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Yutaka Taga 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Co., Ltd. (72) Inventor Kunihiro Iwatsuki 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (56) References JP-A-60-121354 (JP, A) JP-A-63-188535 (JP, A) JP-A-60-104850 (JP, A) JP-A-57-47055 (JP, A) Opened 58-123112 (JP, A) Opened 58-136274 (JP, U) Opened 62-479 (JP, U) Opened 61-550 (JP, U) Opened 62-183153 (JP, U) JP, U) (58) Fields investigated (Int. Cl. ⁶ , DB name) F16H 61/00-61/08

Claims (2)

(57) [Claims] A signal pressure is applied to one of an end surface of a spool and an end surface of a land, the accumulator being configured to adjust an operating oil pressure supplied to one of a hydraulic servo of a clutch and a hydraulic servo of a brake; An accumulator control valve for controlling the oil pressure in the back pressure chamber of the accumulator by moving the spool in accordance with the signal pressure; a spring that abuts one end of the spool to apply a spring load to an end face thereof; A cylindrical body provided at one end, an adjusting screw provided in the cylindrical body, and provided to be able to move forward and backward in opposition to the spring, and an adjusting screw provided in the cylindrical body; A nut that is screwed together with a fixing piece that prevents rotation of the adjusting screw; The fixing piece is adjusted by the relative rotation between the adjusting screw and the nut when the is rotated, and the fixing piece corresponds to the hole corresponding to the hexagonal head portion of the adjusting screw, and the convex portion formed in the cylindrical body. An accumulator control valve, characterized in that the accumulator control valve is provided with a hole. 2. The accumulator control valve according to claim 1, wherein said signal pressure is provided at least two times.