JPH0472098B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention displaces valve elements of first and second throttle valves disposed during hydraulic rotation of an automatic transmission in accordance with the throttle opening of the engine. This invention relates to a throttle valve device.

BACKGROUND OF THE INVENTION As vehicles with automatic transmissions become more widespread, the shifting performance of automatic transmissions has also come to be critically evaluated. In particular, the shift shock that occurs when changing the gear train and changing the gear ratio is evaluated intuitively, and even the slightest bit is a matter of concern. In order to alleviate or eliminate this shift shock, many methods and devices have been proposed and put into practical use.

In addition, the shift to front-wheel drive vehicles (front-engine/front-wheel drive)
Along with this, automatic transmissions are also required to be smaller and lighter.

By the way, the basic method of controlling automatic transmissions to smoothly shift gears is to change the pressure of the fluid that operates the frictional engagement means that governs gear shift control, that is, the main pressure, in response to the output of the engine. . Normally, the main pressure is changed by a throttle valve device that generates a pressure (throttle pressure) that corresponds to the throttle opening of the engine. Furthermore, this throttle pressure, in conjunction with the governor pressure corresponding to the vehicle speed, is also used as a signal for switching the shift control valve.

This type of throttle valve device was first developed in 1982.
There is one shown in No. 135547. This throttle valve device applies the throttle pressure generated by the second throttle valve as back pressure to the accumulator for controlling the supply level of pressure oil to the friction engagement means, and applies the throttle pressure generated by the first throttle valve to The pressure works together with the governor pressure to switch the shift control valve.
The pressure of the first and second throttle valves is adjusted by displacing a plunger inside the valve using a lever connected to the accelerator pedal, and this plunger also changes the load acting on the pressure regulating spring. Another method is to use a rotating cam instead of the lever, in which case a cable connected to the throttle of the engine causes the cam to rotate.

Problems to be Solved by the Invention When attempting to make automatic transmissions shift more smoothly, it is necessary to use a plurality of throttle valves to apply pressure to each valve with different throttle pressure characteristics corresponding to various conditions. It is desirable to generate the throttle pressure and to control or operate the corresponding equipment in the hydraulic circuit using this throttle pressure characteristic.

This requires applying cam means to the two throttle valves and separately setting the displacement of the valve element of the throttle valve relative to the rotation of the cam means as required.

On the other hand, however, with the shift to front-wheel drive vehicles, automatic transmissions are required to be smaller and lighter. a cam means is attached to each,
There is a problem in that each cam means must be linked to the engine throttle.

Furthermore, in order to alleviate or eliminate the shift shock, it is necessary to operate the throttle valve with high precision. However, conventional throttle valve devices have a structure in which a lever is operated by a rotating shaft supported at an appropriate position in a transmission case, and the plunger of the throttle valve is displaced by the lever. With this structure, the valve body and the lever means are installed separately and independently in the transmission case, so the positional relationship between the throttle valve and the lever cannot be determined with precision, and the throttle opening must be adjusted accordingly. There is a problem that accurate displacement of the plunger cannot be obtained.

Furthermore, this device uses a stopper that comes into contact with lever 1 to determine the position of the lever when the throttle opening is zero, but the position of this stopper is only relative to the plunger of the throttle valve. Therefore, there is a problem that control near zero throttle opening becomes unstable. Furthermore, from a macroscopic perspective, there is also a problem in that the speed change characteristics of each automatic transmission vary depending on the method of attaching the lever device.

This invention was made in order to meet the above requirements and solve the above problems,
The purpose is to be able to store the cam in a limited space within the transmission, to prevent the position of the shaft that supports the cam means from changing significantly depending on the mounting method, and to accurately generate throttle pressure that corresponds to the throttle opening. The objective is to provide a throttle valve device that can.

Means for Solving the Problems A throttle valve device according to the present invention comprises first and second throttle valves that are disposed adjacent to each other in a hydraulic circuit of an automatic transmission and each have a pressure regulating means in a valve body. , a bracket formed into a substantially U-shape by a bottom and a pair of side parts formed by folding both sides of the bottom, and having a hook part integrally formed at the bottom in a state rising from the bottom; a support shaft housed in a U-shape and supported by the bracket; and first and second throttle valves supported to rotate integrally with each other about the support shaft to respectively operate the pressure regulating means of the first and second throttle valves. cam means having a second cam; a cam means interposed between the cam means and the hook portion of the bracket, one end of which is locked to the cam means and the other end of which is locked to the hook portion of the bracket;
a biasing means for biasing the cam toward a predetermined rotational position; and an input member coupled to the cam means for rotating the first and second cams of the cam means in response to an engine torque request signal; The bracket, cam means and biasing means are constructed as one unit.

The first and second throttle valves are arranged adjacent to each other, in which case the valve body can be of one piece construction. The front face of the throttle valve is formed with a portion for mounting and fixing the mounting portion of the bracket, and the cam means assembled within the bracket is assembled in alignment with the valve element of the throttle valve.

When the second cam is interlocked with the first cam by the cam means, this can be done by means of a connecting means formed at the ends of opposing bosses of both cams. Furthermore, if the cam means is provided with a stopper that comes into contact with the side surface of the plunger of the first throttle valve on the cam surface of the first cam, the rotational position of the first cam when the throttle opening is zero can be reliably determined. I can do it. A biasing means may be attached to the cam means to ensure the return of the cam.

In this case, as the biasing means, a torsion spring is wound around the outer periphery between the first and second cams, one end of the torsion spring is fixed to either the first or second cam, and the other end is fixed to either the first or second cam. 1st and 2nd
If it is fixed to a location other than the cam, it is possible to apply a restoring force to the cam (that is, a rotational force that opposes the input signal). In this way, an effective biasing action can be performed in a narrower space.

Furthermore, if a cable connected to the throttle of the engine is used as the input member and the cable is wound and guided around the outer periphery of the rotating cam, the torque required to rotate the cam can be reduced.

It goes without saying that the cam surfaces of the cams that displace the valve elements of the throttle valve in accordance with the throttle opening are formed in shapes that provide desired throttle pressure characteristics.

When assembling the throttle valve device, first, both cams connected by a connecting means are housed in a roughly U-shaped bracket, and the support shaft is passed through the holes in both cams from the side of the bracket to rotatably support the cams. . Next, the mounting portions of the brackets are placed on predetermined positions on the front surfaces of the first and second throttle valves and fixed with fixing means such as bolts. Finally, an input member that interlocks with the engine throttle, for example, a cable that interlocks with the engine throttle, is wound and fixed around the outer periphery of the cam.

Note that the pressure regulating means refers to a device that regulates the hydraulic pressure introduced into each throttle valve from a hydraulic pressure source, and refers to, for example, a displaceable valve element provided in each throttle valve.

Function In this throttle valve device, when the accelerator pedal is pressed, for example, the cam is rotated by an input member that is linked to the throttle of the engine, and the cam is formed so as to obtain desired throttle pressure characteristics in accordance with the throttle opening degree. The cam surface displaces the valve element of the throttle valve. Since the first and second cams are set in correspondence with the first and second throttle valves, they generate throttle pressures that improve shift performance. Throttle pressure generated in each valve corresponding to the throttle opening can be used as back pressure to determine line pressure, allowing highly accurate pressure oil to be supplied to hydraulic equipment, and the other being used as back pressure to determine line pressure. One of them is to act on the shift valve as a back pressure that opposes the governor pressure, thereby determining the precise switching timing of the shift valve. Further, when the valve element is used as a switching valve for hydraulic equipment, the hydraulic equipment is operated accurately in correspondence with the throttle opening. The more you press the accelerator pedal, the more the cam will rotate, and the less you press the accelerator pedal, the more the cam will rotate.
The cam is returned by the restoring force of the valve element or the biasing means. Even when the throttle opening decreases, both valves and the cam means are assembled with consistency by the bracket, so it is possible to generate accurate throttle pressure corresponding to the throttle opening, allowing the hydraulic equipment to operate accurately. be able to.

Embodiment 1 Hereinafter, specific embodiments of the present invention will be described with reference to the drawings.

The first throttle valve 1 shown in FIG. 2 is a throttle valve for shift control, and has an output port connected to one back pressure port of a plurality of shift valves, and a governor connected to the other back pressure port. The shift valve is operated in cooperation with the pressure, and a frictional engagement device connected to the shift valve is appropriately selected to perform a gear change corresponding to the throttle opening and vehicle speed. The first throttle valve 1 also issues a release signal to the lock-up relay valve when the throttle opening is near zero. The lock-up relay valve is a valve that receives a signal from the first throttle valve to release the direct connection between the pump and turbine of the torque converter.

The first throttle valve 1 has a valve body 2
A spool 4 with a spring 3 placed behind it on one side (on the left side in the figure), a plunger (valve element) 5 arranged in series with the spool 4, and a pressure regulating device arranged between the spool 4 and the plunger 5. It is equipped with a spring 6. Plunger 5 is guided by sleeve 7. The sleeve 7 is fixed to the valve body 2 by a pin 8. The spool 4 has three lands 10, 11, 12 from the direction of the back spring 3.
Correspondingly, three ports 13, 14, and 15 are formed in the valve body 2. In this example, lands 11 and 12 have the same diameter, and land 10 has a smaller diameter. The center port 14 is a pressure oil supply port from the pump, and the right port 15 is an output port.
It is connected to the left-hand back pressure port 13 via a throttle means, and further connected to a back pressure port that opposes the cabana pressure of the shift valve.

Plunger 5 also has three lands 16, 17, 1
8 is formed, and correspondingly valve body 2 is formed.
has five ports 19a, 1 through the sleeve 7.
9b, 20a, 20b, and 20c are formed. The port 19a on the left side of the figure is connected to the port 13 on the spool 4 side, and when the throttle opening is approximately fully open, the port 19b is connected to the shift valve, for example, the port 13 on the spool 4 side.
-Communicates with port 1 of the 4 shift valve. The output of port 19b in this case is used as a kickdown signal. The port 20a is provided very close to the land 18 of the plunger 5, and pump pressure is introduced near zero throttle opening. Port 20b is an output port and is connected to a back pressure port of a lock-up relay valve. Port 20c is located slightly to the left of output port 20b and is used as the exhaust port for the lock-up relay valve.

This first throttle valve 1 is connected to the transmission case 2.
A gasket 24 and a plate 25 are arranged between the valve body 2 and the oil pan 23.
The lower valve body 26 is arranged with the lower valve body 26 sandwiched therebetween. Furthermore, a strainer 28 is provided below.

The second throttle valve 31 is constructed as shown in FIG. This second throttle valve 31
is a throttle valve for main pressure control, and by applying the hydraulic pressure adjusted according to the throttle opening as back pressure to the regulator valve, the pressure oil from the pump is adjusted to the throttle opening and the oil passage is controlled. Regulates the main pressure of

The second throttle valve 31 includes a spool 34 with a spring 33 mounted on one side (left side in the figure) of the valve body 32 which is integrally constructed adjacent to the valve body 2 of the first throttle valve 1 described above. A plunger 35 is provided in series with the spool 34, and a pressure regulating spring 36 is provided between the spool 34 and the plunger 35. This plunger 35 is guided by a sleeve 37. The sleeve 37 is fixed to the valve body 32 by a pin 38.

Four lands 39, 40, 41, and 42 are formed on the spool 34 from the direction of the back spring 33. In this example, lands 41 and 42 have the same diameter, land 40 has a smaller diameter, and land 39 has a larger diameter. Correspondingly, the valve body 32 has four ports 43,
44, 45, and 46 are formed. port 45
is the input port from the pump. The pressure oil whose pressure is regulated in the land 41 is outputted from the port 46. The port 46 is connected to the back pressure port of the regulator valve, to the drain port through a throttle means, to the port 43 through the cutback valve 105, and to the port 44 through a throttle means. Cutback valve 105 is operated by governor pressure to
6 and port 43 are communicated with each other.

Two lands 47 and 48 are formed on the plunger 35, the land 47 having a larger diameter than the land 48, and one port 49 is formed on the valve body 32 via the sleeve 37. This port 49 is connected to a back pressure port 43 on the spool 34 side. Pressure oil input from the port 49 acts to move the plunger 35 to the left.

These two throttle valves 1, 31 are the first
As shown in the figure, they are arranged in parallel and adjacent to each other with their plunger sides aligned. The second
The throttle valve 31 is the first throttle valve 1
is placed in front of.

The cam means 50 includes a first cam 51 that displaces and operates the plunger 5 of the first throttle valve 1, and a plunger of the second throttle valve 31 that operates in conjunction with the first cam 51, as shown in FIGS. 35
It consists of a second cam 52 that displaces and operates.

A cam surface 53 for displacing the plunger 5 is formed on the outer circumference of the first cam 51, and a boss 54 is formed in the axial direction. As can be seen from Figure 2, the cam surface 5
3, when the throttle opening is zero, the plunger 5
A stopper 53 that determines the position of the cam 51 by coming into contact with the
A is provided. Similarly, the second cam 52 has a cam surface 55 on its outer periphery that displaces the plunger 35, and a boss 56 in the axial direction. Connecting means 57 (FIG. 4) is provided at the tips of the opposing bosses 54 and 56 so that the second cam 52 can rotate in conjunction with the first cam 51. The connecting means 57 in this example includes the first and second cams 51,
Both cams 51 and 52 are connected in parallel and interlocked.
Half of the tips of the opposing buses 54 and 56 are cut out, and the remaining tip halves 58 and 59 are the opposing bosses 56 and 56, respectively.
It is designed to fit into the notch of 54. In addition to this example, the connecting means can also be configured such that tooth profiles formed on the side surfaces of both bosses 54 and 56 are connected to each other.

Bracket 60 (fifth bracket) housing cam means 50
) consists of substantially parallel side parts 62, 63 that are folded up from both sides of a bottom part 61, and mounting parts 64, 65, 66 that are bent from these both sides 62, 63, and is generally formed into a substantially U-shape. ing. Two mounting parts 64, 6
5 is bent parallel to the front surface of the throttle valves 1, 31, and the remaining mounting portion 66 (FIG. 4) is bent perpendicular to the front surface. Bolt holes 67, 6 are provided in the respective mounting portions 64, 65, 66.
8,69 are formed. The bracket 60 is
Three bolts 70 are directly screwed into the front surfaces of the valve bodies 2 and 32, which are integrally formed adjacent to each other.

The cam means 50 is located within the bracket 60.
It is supported by a support shaft 71 passing through both side parts 62 and 63. Bearings 72 and 73 for smooth rotation are arranged between the support shaft 71 and the cam means 50, and between both the bearings 72 and 73 is a cylindrical holding member 74 that keeps both the cams 51 and 52 concentric.
are fitted on the inner peripheries of both bosses 54 and 56. Apart from this example, it is also possible to maintain the cams 51, 52 concentrically by fitting a holding member to the outer periphery of the bosses 54, 56. In this case, the above-mentioned connecting means are the bosses 54, 56 of both cams and the holding member 74.
It is also possible to provide a connection between the two and the connecting means in that case is a spline fitting. Note that the support shaft 71
is prevented from coming off by a snap spring 75 provided on the outside of the side surface 62, and a member 76 provided on the outside of the side surface 63.
It is stopped from rotating.

The biasing means 80 for returning the cam means 50 is composed of a torsion spring. The torsion spring 80 is connected to the boss 54 of both cams 51 and 52,
56, and one end 81 is connected to the first cam 51.
The other end 82 is fixed to a suitable part of the bracket 6.
The torsion spring 80 is locked to a hook portion 83 formed by cutting out a portion of the torsion spring 80 with a certain amount of twist applied to the torsion spring 80 itself (FIG. 6). One end 81 of the torsion spring 80 has a second cam parallel to the first cam.
It can also be locked to the cam 52.

The cam means 50 corresponds to the throttle opening of the engine.
As shown in FIG. 2, a cable 84 can be used as an input member for rotating the . One end of the cable 84 is connected to the throttle of the engine, and the other end is guided by a groove 85 formed on the outer periphery of the first cam 51 in a part that does not constitute the cam surface 53, and further connected to a locking piece 86 of the cable 84 at the tip. is locked in a recess 87 formed at an appropriate position on the outer periphery of the cam.

Note that rollers 88 and 89 are disposed at the tips of the plungers 5 and 35 that come into contact with the cam surfaces 53 and 55 of the first and second cams 51 and 52.
This ensures smooth rotation of the cams 51 and 52.

In assembling the throttle valve device having the above configuration, first, a torsion spring 80, which is a biasing means, is wound around the bosses 54, 56 of the first or second cams 51, 52, and a cylindrical The connecting means 57 of both cams 51 and 52 are fitted into the holding member 74 so as to face each other. Further, the bearings 72 and 73 are fitted from both sides so that the holding member 74 is located in the middle. Cam means 5 assembled in this way
0, the bracket 6 is placed so that both side surfaces are parallel to both sides 62 and 63 of the approximately U-shaped bracket 60.
It is stored from the upper part of the bracket 60, and the side part 6 of the bracket 60
Bearing 7 by support shaft 71 inserted from 3
2, 73 and the holding member 74. A snap ring 75 is fitted into the support shaft 71 from the outside of the side 62 of the bracket 60 to prevent it from coming off, and a member 76 is inserted from the outside of the opposite side 63 to prevent it from rotating. Next, one end of the torsion spring 80 is engaged with the first cam 51 at an appropriate position, and the other end is engaged with the hook portion 83 of the bracket 60 by being twisted. The bracket 60 assembled in this manner has the first mounting portions 64, 65 on the front surface of the integrated valve bodies 2, 32, and the second The mounting portion 66 is screwed onto the main body of the valve body 2, 32 by a bolt 70 in a plane parallel to a plane including at least two axes of the valve holes 2a, 32a.
As shown in FIGS. 1 and 8, the bracket 60 is attached to the valve bodies 2, 32 at three locations in two directions.
Since it is directly fixed, the dimensional accuracy of the position is high, and the setting error of the throttle pressure due to the mounting method can be minimized. Finally cable 84
The locking piece 86 is fitted into the recess 87 of the first cam 51, and the cable 84 is placed in the groove 85 of the first cam 51. The rear end of the cable 84 is connected via a support member to, for example, an accelerator pedal, which is connected to the throttle operation of the engine.

Function In the throttle valve device of the present application, for example, when the accelerator pedal is depressed, the engine throttle opens according to the amount of depression, and in conjunction with this, the cable 84 that is wound and guided in the outer circumferential groove 85 of the first cam 51 opens. Being pulled. The first cam 51 is rotated by the cable 84 according to the amount of depression, and the second cam 52 is rotated in conjunction with the connecting means 57.

Each cam surface 53, 55 is rotated by the rotation of both cams 51, 52.
The plungers 5, 35 are driven within the sleeves 7, 37 via the rollers 88, 89 in contact with the plungers 5, 35, and the pressure regulating springs 6, 36 are deflected separately to apply different loads to each. This pressure regulating spring 6,
The supplied hydraulic pressure is regulated in accordance with the load of 36, and the respective throttle pressures are output from the output ports 15 and 46.

The throttle pressure also acts on the back pressure ports 13 and 44 of the respective valves 1 and 31, and the output port 1
When the amount of hydraulic oil coming out from 5, 46 increases and the throttle pressure decreases, the spool 4 retreats and the valve (land 11, 41) opens, and when the throttle pressure approaches the throttle pressure according to the throttle opening degree. At the same time, it provides a stable supply of hydraulic oil. Conversely, when the amount of hydraulic oil decreases, the spools 4 and 34 move forward to close the valves (lands 11 and 41) and regulate the throttle pressure to a predetermined level.

When the amount of depression of the accelerator pedal is reduced, both cams 51 and 52 are activated by pressure regulating springs 6 and 36.
Then, the torsion spring 80 rotates in the opposite direction until the accelerator is opened. Following this, the plungers 5 and 35 also operate, and the valve operations as described above are performed.

Next, the operation of this throttle valve device will be explained based on the hydraulic circuit diagram shown in FIG. In this figure, 100 is a pump, 101 is a regulator valve,
102 is a governor valve, 103 is, for example, a 3-4 shift valve, 104 is a lock-up control circuit, and 105 is a cut-back valve.

When the engine is started with such a circuit diagram, pressure oil is supplied from the pump 100 via the line L1 to the regulator valve 101, governor valve 102, and shift valve 10.
3. Input port 14 of first throttle valve 1;
19a, 20a and second throttle valve 31
is supplied to input port 45 of. Line L1 input to port 45 of second throttle valve 31
The main pressure is regulated by a pressure regulating spring 36 and outputted from a port 46 as a throttle pressure.
The throttle pressure is further regulated by feedback of this throttle pressure to the back pressure port 44 on the spool 34 side via the back pressure port 49 on the plunger 35 side and the orifice. Throttle pressure of the second throttle valve 31 acts on the back pressure port of the regulator valve 101 via the line L2, and the regulator valve 101 acts on the back pressure port of the regulator valve 101 through the line L2.
The main pressure of No. 1 is regulated to a pressure according to the throttle opening.

The main pressure of the line L1 input to the port 14 of the first throttle valve 1 is regulated by the pressure regulating spring 6 and outputted from the port 15 as throttle pressure. This throttle pressure is normally set to a different value from the throttle pressure of the second throttle valve 31. The throttle pressure of the first throttle valve 1 is applied to one back pressure port of the shift valve 103 via a line L5.

The governor valve 102 outputs an output according to the vehicle speed to the line L.
Output to 3. The output of line L3 acts as governor pressure on the other back pressure port of shift valve 103, which opposes the throttle pressure, and also acts on one back pressure port of cutback valve 105.

When the amount of depression of the accelerator pedal, which is connected to the cam 51 by the cable 84, is shallow and the throttle opening is close to zero, the ports 20a and 20b of the first throttle valve 1 communicate with each other, and the main pressure of the line L1 becomes the line L1. It is output to the lockup control circuit 104 via L4. Lockup control circuit 1
04 operates the torque converter in its original operation while the pressure of line L4 is being input.

When the accelerator pedal is slightly depressed from around zero throttle opening, the cam 51 and the cam 52 interlocked with this cam 51 are rotated by the connected cable 84, and the ports 20b and 20c of the first throttle valve 1 are rotated. communicate. This communication eliminates the pressure in line L4, and lockup control circuit 104 directly connects the torque converter pump and turbine. Further, the rotation of the cam 51 displaces the plunger 5, compresses the pressure regulating spring 6, and increases the output of the port 15, increasing the output of the shift valve 103.
The force acting on it also increases. At the same time, the plunger 35 of the second throttle valve 31 is displaced by the rotation of the cam 52, the pressure regulating spring 36 is compressed, and the output of the port 46 is increased. As the output of the engine increases, the discharge force of the pump 100 also increases, but since the output of the port 46 of the second throttle valve 31 acts on the regulator valve 101, the main pressure in the line L1 becomes a pressure proportional to the throttle opening. . Furthermore, as the throttle opening increases, the vehicle speed increases, and the output of the governor valve 102 also rapidly increases.

Furthermore, when the throttle opening degree increases by depressing the accelerator pedal, the governor pressure acting on the shift valve 103 overcomes the throttle pressure of the first throttle valve 1, causing the shift valve 103 to switch and shift from L to H. .

When the accelerator pedal is further depressed and the throttle opening reaches around 85 degrees, the cam 51 rotates in conjunction with the cable 84, and the plunger 5 of the first throttle valve 1 is displaced, opening the ports 19a and 19.
b communicates. Due to this communication, the main pressure in line L1 acts on shift valve 103 through line L6 in opposition to governor pressure. As a result, a kickdown is performed.

In addition to this operation, when the vehicle reaches a certain speed, the cutback valve 105 is operated by the governor pressure and the second
Throttle valve 31, port 46 and port 43
communicate. Due to this communication, the output of the port 46 decreases and the amount of leakage at the regulator valve 101 increases, and the main pressure in the line L1 decreases and is maintained at a certain predetermined value.

The operation of reducing the amount of depression of the accelerator pedal to reduce the accelerator opening degree is performed by the reverse of the above operation.

Embodiment 2 FIG. 10 is a sectional view showing another embodiment of the present invention. The bracket 110 has a bottom portion 111 and substantially parallel side portions 112 that are folded up from both sides of the bottom portion 111.
The mounting portion 113 is formed into a substantially U-shape.
are bent from both side portions 112.

The cam means 120 is a cylindrical cam, and its end face includes a cam surface of a first cam 121 that displaces and operates the plunger 5 of the first throttle valve 1, and a cam of a second cam that displaces and operates the plunger 35 of the second throttle valve 31. The surfaces are integrally formed.

A support shaft 130 fixed to the bottom of the cam means 120 and supporting the cam means 120 is attached to the bracket 1.
It is rotatably supported at the bottom 111 of 10.

Although not shown, the support shaft 130 is rotated by an input member in conjunction with the throttle of the engine.

Effects of the Invention According to the present invention, the first and second throttle valves are arranged adjacent to each other, and the cam means is housed in the bracket to form a single unit, so that the cam means and its support part can be made into a subassembly. In addition, the entire throttle valve device can be made compact, and two throttle valves are placed in the limited space of the transmission case, each is equipped with a cam means, and each cam is linked to the engine throttle. It became possible to do so.

In addition, since the bracket is installed in direct relation to the valve body, there is little error in the set positional relationship between the cam means and the plunger, and the throttle pressure corresponding to the throttle opening can be accurately applied to each throttle valve. It became possible to generate it.
Also, since the position of the cam when the throttle opening is zero is regulated in relation to the plunger, it has become possible to perform an accurate sequence.

[Brief explanation of the drawing]

Fig. 1 is a plan view showing an embodiment of the present invention, Fig. 2 is a sectional view taken from the side shown in Fig. 1, Fig. 3 is a sectional view taken from the side shown in Fig. 1, and Fig. 4 shows a bracket housing the cam means. 5 is a sectional view taken along line AA in FIG. 4, FIG. 6 is a sectional view taken along line BB in FIG. 5, FIG. 7 is a left side view of FIG. Figure front view, No. 9
The figure is a hydraulic circuit diagram in which the throttle valve device of the present invention is used, and FIG. 10 is a sectional view showing another embodiment of the present invention. 1...First throttle valve, 2,32...Valve body, 5,35...Plunger, 6,3
6... Pressure regulating spring, 31... Second throttle valve, 50... Cam means, 51, 121... First cam, 52, 122... Second cam, 53, 55
...Cam surface, 54, 56 ... Boss, 57 ... Connection means, 60, 110 ... Bracket, 61, 11
1... Bottom, 62, 63, 112... Side, 6
4, 65, 66, 113...Mounting part, 71, 13
0... Support shaft, 74... Holding member, 80... Torsion spring, 84... Cable (input member).

Claims (1)

[Scope of Claims] 1. First and second throttle valves disposed adjacent to each other in a hydraulic circuit of an automatic transmission and each having a pressure regulating means in a valve body; a bottom portion and both sides of the bottom portion folded up; a bracket formed into a substantially U-shape with a pair of side portions formed by the bracket, and having a bottom portion integrally formed with a hook portion rising from the bottom portion; cam means having a support shaft supported by the support shaft; and first and second cams supported to rotate integrally with each other about the support shaft to actuate pressure regulating means of the first and second throttle valves, respectively; The first and second brackets are interposed between the cam means and the hook portion of the bracket, one end of which is engaged with the cam means, and the other end of which is engaged with the hook portion of the bracket.
a biasing means for biasing the cam toward a predetermined rotational position; and an input member coupled to the cam means for rotating the first and second cams of the cam means in response to an engine torque request signal; A throttle valve device for an automatic transmission, characterized in that the bracket, cam means and biasing means are constructed as one unit.