JP3119174B2 - Driving force control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving force control device in which a torque transmitting clutch and a speed changing clutch are arranged in a torque transmitting path.

[0002]

2. Description of the Related Art In recent years, as a driving force control device for a vehicle,
A torque transmission clutch for connecting / disconnecting a torque transmission path to a driving force source and a torque transmission mechanism of the automatic transmission;
There has been proposed an automatic transmission in which a shift clutch for setting a shift speed is arranged. According to this driving force control device, the torque transmission can be mechanically performed by electronically controlling the engagement and disengagement of the torque transmission clutch. There is an advantage that can be suppressed.

[0003] This driving force control device is provided with creep control means for engaging the torque transmitting clutch in a half-clutch state according to the state of the vehicle. By controlling the clutch to the half-clutch state, low-speed running is improved.

[0004] Examples of such a driving force control device are described in JP-A-7-77226, JP-A-61-252946 and JP-B-3-6372.

Here, the driving force control device described in Japanese Patent Application Laid-Open No. 7-77226 has an automatic clutch provided between the internal combustion engine and the transmission, and a control device for the automatic clutch. ing.

Specifically, when the gear is connected, the engine is rotating, and the vehicle is stopped and the accelerator pedal is not operated, the clutch operating lever and the connection are operated by the hydraulic pressure of the signal receiving cylinder. The release bearing operates and the automatic clutch is engaged, causing a creeping motion. on the other hand,
When the brake operation is performed during the creeping motion, the hydraulic pressure of the signal receiving cylinder decreases, and the automatic clutch is released by the elastic force of the disc spring.

A driving force control device described in Japanese Patent Application Laid-Open No. 61-252946 has a friction clutch for intermittently transmitting power from an engine to driving wheels, and a creep for connecting the friction clutch to a half-clutch state. Control means;
A creep canceling means for stopping the operation of the creep control means when the vehicle stop duration exceeds the set time while the shift position is in the running range.

More specifically, when the vehicle is in the travel range and the vehicle speed is almost zero, the hydraulic circuit and the clutch actuators operate to perform half-clutch control of the friction clutch, and the creep function is performed. can get. On the other hand, when the stop state in the traveling range exceeds the set time, the friction clutch is controlled to be disconnected.

Further, a driving force control device described in Japanese Patent Publication No. 3-6372 discloses a clutch disposed between an engine and a transmission gear unit, means for mechanically connecting the state of the clutch, When the creep mode switch is in the on state, the control means controls the clutch to continue to meet while slipping.

More specifically, when the creep mode switch is turned on, the operation of the solenoid valve and the actuator causes the pusher plate to move against the elastic force of the spring, thereby causing the clutch to slip and meet. Maintained in state. On the other hand, when the handbrake is operated, the creep mode switch is turned off, and the clutch is released by the solenoid valve and the actuator.

[0011]

However, in the driving force control device described in the above publication, the friction clutch provided between the engine and the speed change mechanism is released.
Special components such as disc springs, hydraulic circuits, actuator groups, return springs, and centrifugal canceller mechanisms had to be provided. For this reason, there has been a problem that the structure is complicated and the weight is increased due to an increase in the number of parts, and further, the manufacturing cost is increased.

The present invention has been made in view of the above circumstances, and has as its object to provide a driving force control device capable of reducing the number of components for operating a torque transmitting clutch as much as possible. .

[0013]

In order to achieve the above object, an invention according to a first aspect of the present invention is directed to an automatic transmission arranged on an output side of a driving force source, and comprising the driving force source and the automatic transmission. A torque transmission clutch disposed in a torque transmission mechanism that transmits torque between the automatic transmission and a transmission clutch that sets a shift speed of the automatic transmission; together but is constituted by a friction clutch, during operation of the drive power source to engage the friction clutch at a normal time predetermined engaging pressure
Setting the torque capacity of this friction clutch.
A torque transmission clutch engagement mechanism, non-drive request determining means for determining a non-drive request to the automatic transmission, and releasing the shift clutch when the determination of the non-drive request is satisfied. And a shift clutch releasing means for interrupting torque transmission in the automatic transmission.

According to the invention of claim 1, when during operation of the drive power source is normal, since the friction clutch is engaged, the actuator to release the frictional click latch <br/> Chi becomes unnecessary, the number of parts It can be suppressed as much as possible.

[0015]

Further , according to the first aspect of the present invention, when the determination of the non- drive request is established, all the clutches for setting the shift speed of the automatic transmission are released, and the transmission of torque is interrupted. .

[0017]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be described based on an embodiment shown in the drawings. FIG. 1 is a skeleton diagram showing one embodiment of the driving force control device of the present invention. In FIG. 1, reference numeral 1 denotes an engine, and examples of the engine 1 include a gasoline engine, a diesel engine, an LPG engine, a gas turbine engine, and a jet engine. This engine 1 corresponds to the driving force source of the present invention. The engine 1 includes a crankshaft 2, and a drive plate 3 is attached to an output side of the crankshaft 2.

A transaxle 4 is arranged on the output side of the engine 1, and an automatic transmission 5 and a final reduction gear 6 are integrated into the transaxle 4. The automatic transmission 5 includes an input shaft 7 and a counter shaft 8 arranged parallel to each other. The crankshaft 2, the drive plate 3, the input shaft 7, and the counter shaft 8 correspond to a torque transmission mechanism according to claim 1 of the present invention.

An automatic friction clutch (in other words, a starting clutch) 9 is provided between the drive plate 3 and the input shaft 7. This automatic friction clutch 9 corresponds to the torque transmitting clutch of the present invention. Hereinafter, the configuration of the automatic friction clutch 9 will be described based on an enlarged sectional view of FIG.

In the casing 10 of the transaxle 4, the input shaft 7 is rotatably supported by bearings. A cylindrical sleeve 11 is fixed to an outer periphery of an end of the input shaft 7 on the drive plate 3 side, and an oil passage 12 penetrating in a radial direction is formed in the sleeve 11. The sleeve 11 is prevented from falling off from the input shaft 7 by a snap ring 13 mounted on the outer periphery of the input shaft 7.

An annular drum 14 is joined and fixed to the outer peripheral surface of the sleeve 11 corresponding to the area between the oil passage 12 and the snap ring 13. The drum 14 includes a disk portion 15 arranged in a radial direction, and a cylindrical portion 1 integrally connected from an outer periphery of the disk portion 15 toward the casing 10.
6 is provided. A plurality of annular plates 17 are spline-fitted on the inner periphery of the cylindrical portion 16 and
An annular pressure receiving plate 18 is spline-fitted to the free end side of 6. Note that a passage 16 </ b> A penetrating in the radial direction is formed in the cylindrical portion 16.

An annular piston 19 movable in the axial direction of the input shaft 7 is mounted on the outer periphery of the input shaft 7. The outer peripheral end of the piston 19 reaches the vicinity of the connection between the disk portion 15 and the cylindrical portion 16 of the drum 14, and an annular pusher plate 20 is provided between the outer peripheral end of the piston 19 and the plate 17. Are located. An annular lip packing 21 is fixed to the inner periphery of the drum 14, and a seal lip on the inner periphery of the lip packing 21 is in contact with the outer peripheral surface of the piston 19.

In this manner, the sleeve 11 and the drum 1
A hydraulic chamber 22 surrounded by the piston 4, the piston 19 and the lip packing 21 is formed. This hydraulic chamber 22
The oil passage 12 of the input shaft 7 communicates with the oil passage 12. A compression spring 23 is interposed between the hydraulic chamber 22, specifically, between the disk portion 15 of the drum 14 and the piston 19. The piston 19, the hydraulic chamber 22, the compression spring 2
Reference numeral 3 corresponds to a torque transmitting clutch engagement mechanism according to claim 1 of the present invention.

An annular case 24 is fixed to the drive plate 3 side. The case 24 includes a disk portion 25 connected to the drive rate 3 and a disk portion 25.
A cylindrical portion 26 integrally connected from the outer peripheral end toward the casing 10 side; and an inward flange 27 integrally connected to the inner periphery of the free end of the cylindrical portion 26.

The inner diameter of the cylindrical portion 26 is set larger than the outer diameter of the drum 14, and the cylindrical portion 26 is located outside the drum 14. The inward flange 27 is located between the casing 10 and the pressure receiving plate 18,
The inside diameter of the inward flange 27 is set smaller than the inside diameter of the plate 17.

Further, a cylindrical hub 28 is joined to the inner peripheral end of the inward flange 27, and the input shaft 7 is inserted into the hub 28. One end of the hub 28 reaches the inside of the plate 17, and an annular disk 29 movable in the axial direction is spline-fitted to the outer periphery of the one end of the hub 28. This disk 2
9 and the plates 17 are arranged alternately. Therefore, the elastic force of the compression spring 23 causes the piston 19
Is pressed toward the pressure receiving plate 18, the pressing force is transmitted to the plate 17 via the pusher plate 20, and the plate 17 and the disk 29 are always engaged with a predetermined engagement pressure.

A bearing 30 is mounted between the other end of the hub 28, that is, the inner periphery of the end on the casing 10 side and the outer periphery of the input shaft 7, and the input shaft 7 and the hub 28 rotate relative to each other. Has been maintained as possible. A gear 31 is formed on the outer periphery of the hub 28 near the casing 10. The gear 31 is for operating an oil pump (not shown) provided on the casing 10 side.

Also, inside the input shaft 7,
An oil passage 32 is formed along the axial direction.
2 communicates with an oil passage 33 provided in the casing 10. The oil passage 32 communicates with the oil passage 12 of the sleeve 11. Therefore, by supplying hydraulic pressure to the hydraulic chamber 22 through the oil passages 33, 32, and 12, the compression spring 2
It is possible to further increase the engagement pressure between the plate 17 and the disk 29 set by the elastic force of No. 3.

The other end of the oil passage 32 communicates with an oil pan (not shown) provided inside the transaxle 4. An automatic transmission fluid is stored in the oil pan, and the automatic transmission fluid is pumped up by an oil pump and supplied to each part of the automatic transmission 5.

Further, an oil passage 34 is formed in the casing 10, and the oil passage 34 is opened near the bearing 30. The lubricating oil supplied from the oil passage 34 is supplied between the hub 28 and the input shaft 7, near the plate 17 and the disk 29, and is supplied to the passage 16A of the drum 14.
To the space between the case 25 and the drum 14 to lubricate and cool the sliding portion and the heat generating portion.

Next, the stepped gear transmission mechanism 35 provided in the automatic transmission 5 will be described. First, the drive gear 3 for the first speed is
The sixth, fourth speed drive gear 37 and fifth speed drive gear 38 are mounted.

On the outer periphery of the input shaft 7,
Second speed drive gear 39 and third speed drive gear 40
And are rotatably mounted. Further, the input shaft 7 and the second
A second speed clutch 41 for connecting / disconnecting the speed drive gear 39 and a third speed clutch 42 for connecting / disconnecting the input shaft 7 and the third speed drive gear 40 are arranged.

On the other hand, a driven gear 43 for the first speed, a driven gear 44 for the fourth speed, and a driven gear 45 for the fifth speed are rotatably mounted on the outer periphery of the counter shaft 8. The first-speed driven gear 43 is meshed with the first-speed drive gear 36, the fourth-speed driven gear 44 is meshed with the fourth-speed drive gear 37, and the fifth-speed driven gear 45 is meshed with the fifth-speed drive gear 38. Are engaged.

A first-speed clutch 46 for connecting / disconnecting the countershaft 8 and the first-speed driven gear 43 and a countershaft 8 and a fourth-speed driven gear 44 are connected to the outer periphery of the countershaft 8.・ The fourth to cut off
A speed change clutch 47 and a fifth speed clutch 48 for connecting / disconnecting the counter shaft 8 and the fifth speed driven gear 45 are arranged.

Further, a driven gear 49 for a second speed and a driven gear 50 for a third speed are mounted on the outer periphery of the counter shaft 8. The driven gear 49 for the second speed is meshed with the drive gear 39 for the second speed, and the driven gear 50 for the third speed is meshed with the drive gear 40 for the third speed.

A reverse driven gear 51 is rotatably mounted on the outer periphery of the countershaft 8.
And the reverse driven gear 51 are engaged and released. The first speed drive gear 36 and the reverse driven gear 5
1 is linked with a reverse idle gear (not shown). A drive gear 53 is formed at an end of the counter shaft 8.

The first-speed clutch 46, the second-speed clutch 41, the third-speed clutch 42, and the fourth-speed clutch 4
7, the fifth speed clutch 48 corresponds to the speed-changing click latch <br/> Chi of claim 1.

By operating the shift lever, the automatic transmission 5 operates in a non-drive range, that is, a P (parking) range, an N (neutral) range, a drive range, that is, a D (drive) range, and a 2 (forward drive) range. 2nd) range,
L (first speed forward) range and R (reverse) range can be selected.

Then, the first speed clutch 4 is set in the drive range.
When the clutch 6 is engaged, the torque of the input shaft 7 is transmitted to the counter shaft 8 via the first speed drive gear 36 and the first speed driven gear 43. When the second speed clutch 41 is engaged, the torque of the input shaft 7 is transmitted to the counter shaft 8 via the second speed drive gear 39 and the second speed driven gear 49.

Further, when the third speed clutch 42 is engaged, the torque of the input shaft 7 is transmitted to the counter shaft 8 via the third speed drive gear 40 and the third speed driven gear 50. Further, when the fourth speed clutch 47 is engaged, the torque of the input shaft 7 is transmitted to the counter shaft 8 via the fourth speed drive gear 37 and the fourth speed driven gear 44.

Further, when the fifth speed clutch 48 is engaged, the torque of the input shaft 7 is transmitted to the counter shaft 8 via the fifth speed drive gear 38 and the fifth speed driven gear 45. .

In the R range, the reverse driven gear 51 and the counter shaft 8 are engaged by the operation of the sleeve 52. Therefore, the torque of the input shaft 7 is transmitted to the counter shaft 8 via the first speed drive gear 36, the reverse idle gear, and the reverse driven gear 51.
And the counter shaft 8 is rotated in the direction opposite to the forward range.

Next, the final reduction gear 6 will be described.
A ring gear 55 attached to the differential case 54 meshes with the drive gear 53. Further, a pinion shaft 56 that rotates integrally with the differential case 54 is provided inside the differential case 54, and a pair of pinion gears 57 are rotatably mounted on the pinion shaft 56.

A pair of side gears 58 mesh with the pair of pinion gears 57, and a drive shaft 59 is connected to each of the pair of side gears 58. A front wheel (not shown) is provided at an end of the drive shaft 59.
Is attached. Therefore, the torque transmitted to the counter shaft 8 as described above is applied to the ring gear 5.
5, transmitted to a pair of pinion gears 57 via a differential case 54, and further transmitted to wheels via a pair of side gears 58 and a drive shaft 59, so that the vehicle travels.

FIG. 3 is a block diagram showing a main circuit configuration of the driving force control device having the above configuration. The electronic control unit 60 determines the state of the vehicle, and controls the automatic transmission 5 based on the determination result. The electronic control unit 60 is composed of a central processing unit (CPU), a storage device (RAM, ROM), and a microcomputer mainly including an input / output interface.

The electronic control unit 60 includes, as data for judging the state of the vehicle, a signal of an input rotation speed sensor 61 for detecting the rotation speed on the input side of the automatic friction clutch 9,
A signal of an output speed sensor 62 for detecting the output speed of the automatic friction clutch 9, the speed of the counter shaft 8,
That is, the signal of the speed sensor 63 for detecting the vehicle speed, the signal of the accelerator pedal switch 64 for detecting the depression amount and the depression speed of the accelerator pedal, the signal of the shift position sensor 65 for detecting the shift position of the automatic transmission 5, the rotation of the engine 1 A signal from an engine speed sensor 66 for detecting the number, a signal from a throttle position sensor 67 for detecting the throttle opening of the engine 4, and the like are input.

The electronic control unit 60 includes the automatic transmission 5
A shift pattern (shift map) for controlling the shift of the vehicle is stored. Further, a hydraulic control device 68 that controls the operation of the automatic transmission 5 is connected to the electronic control device 60. The hydraulic control device 68 is provided with a shift clutch linear solenoid valve 69 for adjusting the line pressure discharged from the oil pump and supplying the line pressure to the first speed clutch 43 to the fifth speed clutch 48, and the line pressure. And a linear solenoid valve 70 for an automatic friction clutch which regulates the pressure and supplies the hydraulic pressure to the hydraulic chamber 22.

The gearshift linear solenoid valve 69,
The duty ratio of the linear solenoid valve 70 for the automatic friction clutch is controlled based on various signals input to the electronic control unit 60. The sleeve 52 for setting the R range is operated by an actuator (not shown) controlled by the electronic control unit 60.

Next, the operation of the driving force control apparatus, the operation table of FIG. 4, FIG. 5 Furochi chart will be described with reference to Taimuchi catcher over <br/> bets FIG. First, the electronic control unit 60 determines whether or not the non-drive range has been selected (step 1). If an affirmative determination is made in step 1, the following control is performed.

In the automatic friction clutch 9, the piston 19 is pressed toward the pressure receiving plate 18 by the elastic force of the compression spring 23, and the hydraulic chamber 22 is moved through the oil passages 33, 32, 12.
Is supplied with hydraulic pressure. That is, the elastic force of the compression spring 23 and the hydraulic pressure of the hydraulic chamber 22 cause the plurality of plates 17
And the plurality of disks 29, that is, the torque capacity is set. Further, the first speed clutch 43 to the fifth speed clutch 48 are released, and the reverse driven gear 5
1 and the counter shaft 8 are released (step 2).

Therefore, the torque of the engine 1 is transmitted to the input shaft 7 via the automatic friction clutch 9. Then, the rotation speed of the engine 1 and the rotation speed of the input shaft 7 are maintained substantially constant, but the torque is not transmitted to the counter shaft 8, so that the vehicle is maintained in a stopped state.

On the other hand, if a negative determination is made in step 1,
For example, when the range is switched to the D range without depressing the accelerator pedal, the hydraulic pressure supplied to the hydraulic chamber 22 is reduced as compared with the case of the non-drive range. As a result, the engagement pressure between the plurality of plates 17 and the disk 29 decreases, causing a slip state, and the output-side rotation speed of the automatic friction clutch 9 gradually decreases. In this case, it is also possible to stop the supply of the hydraulic pressure to the hydraulic chamber 22 and perform control for maintaining the engagement pressure between the plurality of plates 17 and the disks 29 only by the elastic force of the compression spring 23.

In parallel with the slip control of the automatic friction clutch 9, the first speed clutch 46
And the first speed clutch 46 is engaged. As a result, the torque of the engine 1 is transmitted to the counter shaft 8 via the automatic friction clutch 9, the input shaft 7, and the first speed clutch 46. Here, if the brake pedal is depressed, the rotation of the counter shaft 8 is suppressed, and the vehicle speed is maintained at almost zero. In addition, when the brake pedal is not depressed, the vehicle moves forward at an extremely low speed due to the creep phenomenon based on the engagement pressure of the automatic friction clutch 9, and a smooth start can be realized.

Further, when the accelerator pedal is depressed while the D range is set, the engine speed increases,
In addition, the hydraulic pressure supplied to the hydraulic chamber 22 of the automatic friction clutch 9 increases, and the engagement pressure increases. As a result, the rotation speed on the output side of the automatic friction clutch 9 and the counter shaft 8
And the vehicle is accelerated. Thereafter, when the depression amount of the accelerator pedal is maintained constant, the engine speed, the output speed of the automatic friction clutch 9 and the speed of the counter shaft 8 are maintained constant, and the vehicle speed becomes constant.

During running of the vehicle, the hydraulic control device 68 operates based on the shift map stored in the electronic control device 60 in accordance with the set shift position, vehicle speed and throttle opening, and the first shift clutch is operated. Control is performed to engage any one of the 46th to fifth speed transmission clutches 48 or to engage the reverse driven gear 51 and the counter shaft 8 by the operation of the sleeve 52. As described above, when a negative determination is made in step 1, one of the speed change clutches is engaged. Step 1 corresponds to the non-drive request determining means in the first aspect, and step 2 corresponds to the shift clutch releasing means in the first aspect.

As described above, according to this embodiment, the engagement state of the automatic friction clutch 9 is maintained during the operation of the engine 1, and when the non-drive request is determined, the automatic transmission 5 is activated. Control is performed to release all existing shift clutches that set the shift speed, and torque transmission is interrupted in the torque transmission path. Therefore, it is not necessary to provide any special parts for releasing the automatic friction clutch 9, and the number of parts can be reduced as much as possible, so that the structure can be simplified, the weight can be reduced, and the manufacturing cost can be suppressed.

In this embodiment, if control is performed to rapidly engage any one of the transmission clutches from a state in which the automatic friction clutch 9 is slipped when the vehicle starts, no torque is transmitted to the wheels. From the state, the torque corresponding to the engagement pressure of the automatic friction clutch 9 is quickly transmitted to the wheels, the transmission response of the torque is improved, and a smooth starting performance can be secured.

FIG. 7 is a half sectional view showing another embodiment of the automatic friction clutch 9 and the clutch engaging mechanism for torque transmission. In this embodiment, annular <br/> piston 100 is movably mounted in the axial direction on the outer periphery of the sleeve 11. 7, a structure corresponding to the compression spring 23 of FIG.
There is no provision. Other configurations are the same as those in FIG. Then, sleeve 11, drum 14, piston 1
00, a hydraulic chamber 22 is formed by the lip packing 21. Hydraulic chamber 22, piston 100 corresponds to the torque transmission according to claim 1 for the clutch engagement mechanism.

[0059] In this embodiment, piston 100 during operation of the engine 1, always by the hydraulic pressure supplied to the hydraulic chamber 22
Is pressed to the pressure receiving plate 18 side, and the engagement pressure between the plurality of plates 17 and the plurality of disks 29 is set only by the hydraulic pressure in the hydraulic chamber 22. In the embodiment of FIG. 7, the same effect as that of the embodiment of FIG. 2 can be obtained.

FIG. 8 is a sectional view showing another embodiment of the automatic friction clutch 9 and the clutch engagement mechanism for torque transmission. A disk-shaped plate 71 and a clutch casing 72 having an L-shaped cross section are coaxially mounted on a side surface of the drive plate 3 on the casing 10 side, and are fixedly fastened with screws 72A. Clutch casing 72
A holder 73 having an L-shaped cross section is joined to an inner peripheral end of the holder 73. The input shaft 7 is provided in the cylindrical portion of the holder 73.
Is inserted, and the holder 73 is configured to be rotatable relative to the casing 10 and the input shaft 7.

A screw 71A is provided on the side of the plate 71.
As a result, a cylinder 74 is fixed coaxially with the plate 71, and an annular cylinder 75 is joined to the inner periphery of the cylinder 74. The input shaft 7 is fitted on the inner periphery of the cylinder 75. An oil passage 76 formed in the cylinder 75 communicates with the oil passage 32 of the input shaft 7. The oil passage 32 communicates with an oil pump 10A provided on the casing 10 side.

An annular piston 78 is arranged in the annular concave portion 77 of the cylinder 75 so as to be movable in the axial direction, and a hydraulic chamber 79 is formed between the piston 78 and the cylinder 75. The hydraulic chamber 79 communicates with the oil passage 76.

An annular diaphragm spring 80 is arranged in the cylinder 74, and the outer peripheral end of the diaphragm spring 80 is supported by a stopper 81 attached to the inner periphery of the cylinder 74. A piston 78 is in contact with a side surface of the diaphragm spring 80 on the cylinder 75 side.

Further, an annular pusher plate 82 and an annular pressure receiving plate 83 are spline-fitted on the inner periphery of the cylinder 74. The pusher plate 82 is disposed so as to face the diaphragm spring 80, and the pusher plate 8
A projection 84 is provided on the side surface of the second diaphragm spring 80 side.
Are formed. Further, the pressure receiving plate 83 is disposed at a position facing the plate 71, and the side surface of the pressure receiving plate 83 abuts on the plate 71 to restrict the movement in the axial direction.

The end of the input shaft 7 reaches inside the pusher plate 82 and the pressure receiving plate 83, and a cylindrical hub 85 is formed around the input shaft 7.
Are spline-fitted. An annular plate 87 is connected to the outer periphery of the hub 85 via a damper mechanism 86, and the outer periphery of the plate 87 is disposed between the pusher plate 82 and the pressure receiving plate 83. In addition, plate 8
An annular clutch facing (not shown) is attached to both side surfaces of 7. Other configurations are the same as those in FIG. The hydraulic chamber 79 and the piston 78 correspond to the torque transmitting clutch engaging mechanism of the first aspect.

In this embodiment, during operation of the engine, oil pressure is constantly applied to the hydraulic chamber 79 by operation of the oil pump 10A, and the diaphragm spring 80 is pressed toward the drive plate 3 by the oil pressure. Then, the diaphragm spring 80 is elastically deformed with the outer peripheral side as a fulcrum, pressed against the projection 84, and the pusher plate 82 is pressed against the pressure receiving plate 83.

By the above operation, the plate 87 is sandwiched between the pusher plate 82 and the pressure receiving plate 83, and the automatic friction clutch 9 is maintained in the engaged state. Therefore, the torque of the drive plate 3 is constantly increased by the plate 87 and the hub 8.
The transmission is transmitted to the input shaft 7 via the input shaft 5, and the same effect as that of the embodiment of FIG. 2 can be obtained in the embodiment of FIG.

The present invention is also applicable to an automatic transmission having a planetary gear mechanism as a transmission mechanism. Further, the present invention is also applicable to a known continuously variable transmission (CVT) including a V-shaped pulley, a belt, and the like. Further, the torque transmitting clutch can be arranged on the downstream side of the torque transmitting path with respect to the transmission mechanism. Furthermore, it is also possible to use a motor as a driving force source.

[0069]

As described above, according to the first aspect of the present invention, the engagement state of the torque transmitting clutch is always maintained during the operation of the driving force source, so that the torque transmitting clutch is released. No special parts are required. Therefore, the number of parts can be reduced as much as possible, and the structure can be simplified and lightened, and the manufacturing cost can be reduced.

According to the first aspect of the present invention, when the non- drive request is satisfied, the control for releasing the existing shift clutch for setting the shift speed of the automatic transmission is performed, and the torque transmission on the torque transmission path is performed. Is shut off, and the non-drive request for the automatic transmission can be achieved.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing an embodiment of a driving force control device according to the present invention.

FIG. 2 is a sectional view showing a configuration of an automatic friction clutch applied to FIG.

FIG. 3 is a block diagram showing a circuit configuration of the driving force control device of the present invention.

FIG. 4 is a table showing operations of an automatic friction clutch and a transmission clutch of the driving force control device of FIG. 1;

FIG. 5 shows an example of a control routine according to the present invention .
Is a Furochi chart.

FIG. 6 shows an example of an operation state of the driving force control device of FIG .
Is a Taimuchi chart.

FIG. 7 is a sectional view showing another embodiment of the automatic friction clutch applied to FIG. 1;

FIG. 8 is a sectional view showing another embodiment of the automatic friction clutch applied to FIG. 1;

[Explanation of symbols]

1 engine 2 crankshaft 5 automatic transmission 7 input shaft 8 countershaft 9 automatic friction clutch 19, 78,100 piston 22,79 hydraulic chamber 23 the compression spring 40 the third speed clutch 41 and the second-speed clutch 46 first speed Clutch 47 4th speed clutch 48 5th speed clutch

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-61-21458 (JP, A) JP-A-61-252946 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16D 48/00-48/12 F02D 29/00 B60K 41/00-41/28

Claims (1)

(57) [Claims] An automatic transmission disposed on an output side of a driving force source; a torque transmission clutch disposed on a torque transmission mechanism transmitting torque between the driving force source and the automatic transmission; A driving force control device provided with a shift clutch for setting a shift speed of the automatic transmission, wherein the torque transmission clutch is configured by a friction clutch, and the driving force source operates during the operation of the driving force source. by engaging the friction clutch at a normal time predetermined engaging pressure,
A torque transmission clutch engagement mechanism for setting the torque capacity of the friction clutch; non-drive request determining means for determining a non-drive request for the automatic transmission; and a shift control when the non-drive request is determined. A transmission clutch releasing means for interrupting torque transmission in the automatic transmission by releasing the transmission clutch.