JPH0587709B2 - - Google Patents

Description

[Detailed description of the invention]

[Industrial Application Field] The present invention is designed to directly connect input and output members of a fluid transmission device, such as a torque converter and a flexible coupling, which are mainly used in automatic transmissions for vehicles. The present invention relates to a control device for a lock-up clutch. [Prior Art] A direct coupling clutch has a friction surface on one of the input member or the output member and a clutch disk on the other in the case of a fluid transmission device, and is operated by a direct coupling clutch control device provided in a fluid (hydraulic) pressure control device. A pressure difference in the working fluid is generated on both sides of the clutch disk (the clutch release side facing the friction surface, and the clutch engagement side, which is a surface normally found in a hydraulic power transmission), thereby reducing the friction. Engages and disengages the face and clutch disk. As a control device for this direct coupling clutch, the applicant has previously proposed a device disclosed in Japanese Patent Application No. 59-257065 (see Japanese Patent Application Laid-Open No. 60-146958). This device, in addition to a first spool valve (lock-up relay valve) that switches communication to and drain of the hydraulic pressure source from one side of the clutch disk to the other side, also controls changes in the pressure difference. Second
A spool valve (lock-up control valve) is provided, and these first and second spool valves are controlled by applying solenoid pressure from an electromagnetic solenoid valve.The electromagnetic solenoid valve is duty-controlled and is in the first duty ratio region. The first spool valve is controlled and the second spool valve is controlled in a second duty ratio region. According to such a control device, since the second spool valve enables precise clutch engagement and release pressure control according to the vehicle running conditions, smooth engagement and release of the direct coupling clutch is possible. , there is an advantage that the hydraulic circuit configuration can be simplified by sharing the control means for the first and second spool valves. [Problems to be Solved by the Invention] However, in the previously proposed device, when the solenoid pressure applied to the second spool valve as its control pressure pulsates due to the duty control of the solenoid valve, the second spool valve cannot be adjusted. The effect of pulsation was also transmitted to the oil pressure, and there was a possibility that the clutch disc might chatter. Therefore, the present invention aims to further improve the control characteristics of a control device that operates the first and second spool valves by duty control of a common solenoid valve.
It is an object of the present invention to provide a direct coupling clutch control device that can reliably prevent chattering of a clutch disk by attenuating the pulsation of the solenoid pressure applied to a second spool valve. [Means for Solving the Problems] In order to achieve the above-mentioned object, the present invention is provided in a fluid transmission device, and the input member and the output member of the fluid transmission device are connected by a pressure difference of a working fluid applied to both sides of a clutch disk. In a direct coupling clutch control device for a fluid transmission device that engages and disengages members, a hydraulic source supplies the working fluid to the direct coupled clutch, and one of the clutch discs to create a pressure difference between both sides of the clutch disc. a first spool valve that switches communication and drain to the hydraulic source between one side and the other side; a second spool valve that adjusts changes in the pressure difference; and the first and second spool valves. an electromagnetic solenoid valve which is duty-controlled to control by application of solenoid pressure, controls the first spool valve in a first duty ratio region, and controls the second spool valve in a second duty ratio region; The structure includes a hydraulic vibration damping device that damps the pulsation of the solenoid pressure applied to the spool valve. [Operations and Effects of the Invention] In the present invention, the pulsation of the solenoid pressure applied to the second spool valve is suppressed by the hydraulic vibration damping device, so that the hydraulic control characteristics by the second spool valve can be further stabilized. . Therefore, according to the present invention, in addition to the above-mentioned effects obtained by the previously proposed device, it is possible to reliably prevent the clutch disc from chattering when the direct coupling clutch is engaged and disengaged, thereby achieving smoother engagement of the direct coupling clutch. This also provides the advantage of being able to perform assembly and release control. [Embodiment] A direct coupling clutch control device for a fluid transmission device according to the present invention will be explained based on an embodiment shown in the drawings. FIG. 3 shows a cross section of an automatic transmission for a vehicle. The automatic transmission 100 includes a fluid transmission device (torque converter in this embodiment) 200, a transmission 300, and a hydraulic control device 400. The transmission 300 includes a first planetary gear set P1, 1 operated by a hydraulic servo.
1 multi-disc clutch C0, 1 multi-disc brake B
0, and an overdrive planetary gear transmission 10 with one one-way clutch F0, a second planetary gear set p2, a third planetary gear set p3, two multi-disc clutches C1, C2, 1 operated by hydraulic servos. Two belt brakes B
1. An underdrive planetary gear transmission 40 with three forward speeds and one reverse speed, comprising two multi-disc brakes B2, B3 and two one-way clutches F1, F2.
It consists of A case 110 of the automatic transmission 100 includes a torque converter housing 120 that houses a torque converter 200, an overdrive planetary gear transmission 10, and an underdrive planetary gear transmission 40.
and an extension housing 140 that covers the rear side of the automatic transmission 100. These torque converter housing 120, transmission case 130, and extension housing 140 are each fastened with a large number of bolts so as to have coaxial centers. The torque converter 200 is housed in a torque converter chamber 121 in which the front (engine side) of the torque converter housing 120 is open. A welded annular plate-shaped rear cover 112, a pump impeller 205 provided around the inner peripheral wall of the rear cover 112, a turbine runner 206 disposed opposite to the pump impeller 205, and holding the turbine runner 206. The turbine shell 207 is connected to the fixed shaft 2 through the one-way clutch 202.
03, and a friction surface 2 provided on the inner surface of the front cover 111.
A lock-up clutch 80 is comprised of an annular plate-shaped clutch disk 50 whose inner periphery is connected to a turbine hub 208 which is an output member, and which directly connects the front cover 111 and the turbine hub 208. We are prepared. A gear type oil pump 1 is disposed inside between the torque converter chamber 121 and a cylindrical transmission chamber 132 of the transmission case 130 which is continuous to the rear thereof.
50, and an annular oil pump body 151 having a cylindrical portion 152 protruding forward from the center thereof is fitted with a pilot on the front end face of the transmission case 130 and fastened. An oil pump cover 154 having a cylindrical front support 153 that is coaxial with the cylindrical portion 152 and projects rearward is fastened to the rear side. The oil pump body 151 and the oil pump cover 154 form an oil pump housing 155, which serves as a partition wall between the torque converter chamber 121 and the transmission chamber 132, and also serves as a front support wall of the transmission 300. Further, the transmission chamber 13 of the transmission case 130
2, there is a cylindrical center support 15 that separates the overdrive mechanism chamber 133 and the underdrive mechanism chamber 134 and projects rearward.
An intermediate support wall 159 having a diameter of 8 is cast separately and fitted. Transmission case 13
At the rear of the transmission case 130, a rear support wall 157 having a cylindrical rear support 156 projecting forward is provided by being integrally cast with the transmission case 130. A transmission chamber 1 in which the transmission 300 is housed is located between the oil pump housing (front support wall or partition wall) 155 and the rear support wall 157.
32, and the output shaft chamber 14 of the transmission is located between the rear support wall 157 and the extension housing 140.
In the output shaft chamber 141, an electronically controlled sensor rotor 143 and a speedometer drive gear 144 are fixed to the output shaft. A sleeve yoke (not shown) connected to a propeller shaft (not shown) is inserted through the center. Inside the front support 153, the input shaft 11 of the transmission, which is the output shaft of the torque converter 200, is rotatably supported inside the fixed shaft 203. The input shaft 11 has a flange portion 12 on the outer periphery behind the front support 153.
It has a large-diameter rear end portion 12 provided with a diameter a, and a rearward-facing center hole 13 is formed in the axis of the rear end portion 12. Behind the input shaft 11, an intermediate transmission shaft 14 having a coaxial center with the input shaft 11 and arranged in series is rotatably provided. The intermediate transmission shaft 14
The tip is inserted into the center hole 13 and rotatably slides into contact with the inner circumferential wall of the center hole 13 via a bush (metal bearing), and the large diameter rear end 15 has a rear end facing toward the axis. A central hole 16 is formed. Behind the intermediate transmission shaft 14, an output shaft 36 having a center coaxial with the intermediate transmission shaft 14 and arranged in series is rotatably provided. The output shaft 3
6 has its tip connected to the center hole 16 of the intermediate transmission shaft 14.
It is inserted into the center hole 16 and comes into sliding contact with the inner wall of the center hole 16 via a bush. The output shaft 36 has an intermediate portion 37
At the rear part 38, it meshes with the ring gear R2 of the third planetary gear set p3 and is spline-fitted with a flange plate 82 provided with a rearwardly protruding shaft support 81, and at the rear part 38 is spline-fitted with the sleeve yoke (not shown). . In the overdrive mechanism chamber 133, a first planetary gear set p is provided on the rear side of the input shaft 11.
1, the ring gear R0 is connected to the intermediate transmission shaft 14 via a flange plate 22, and the planetary carrier P0 is connected to the flange portion 12 of the input shaft 11.
a, and the sun gear S0 is connected to the inner race shaft 2.
It is formed in 3. On the front side of the first planetary gear set p1, a first hydraulic servo drum 24 that opens rearward is fixed to an inner race shaft 23, and an annular piston 25 is fitted between the outer peripheral wall of the drum and the inner race shaft 23 to engage the clutch. C0 hydraulic servo C
-0, a return spring 26 is attached to the inner race shaft 23 side, and a clutch C0 is attached to the inner side of the outer peripheral wall, and is connected to a planetary carrier P0 via the clutch C0. A one-way clutch F0 having the inner race shaft 23 as an inner race is provided on the inner periphery of the first hydraulic servo drum 24, and a clutch C0 and a brake B0 are provided on the outer periphery between the outer race 27 and the transmission case 130. Rear intermediate support wall 15
A piston 29 is fitted into the front side of the outer cylindrical part 31 of 9 to form a hydraulic servo B-0 of the brake B0, and a return spring 32 is fitted into the tip of the outer cylindrical part 31. Inside the underdrive mechanism chamber 134, at the front, a second hydraulic servo drum 41 that opens rearward is rotatably fitted onto the center support 158, and an annular piston 42 is fitted between its inner and outer circumferential walls to drive the clutch C2. A hydraulic servo C-2 is formed and a return spring 4 is installed on the inner peripheral wall side.
4. A clutch C2 is installed inside the outer peripheral wall. On the rear side of the second hydraulic servo drum 41,
A third hydraulic servo drum 46 that is open at the rear and has a clutch hub 35 welded to the front is fixed to the rear end 15 of the intermediate transmission shaft 14, and an annular piston 47 is fitted between the rear end 15 and the outer peripheral wall. to form a hydraulic servo C-1 of the clutch C1, a return spring 49 is attached to the inner circumference, and a clutch C2 is attached to the outer circumference of the clutch hub 35.
Second hydraulic servo drum 4 via clutch C2
1 and a third hydraulic servo drum 46 are connected. A second planetary gear set p2 is provided on the rear side of the third hydraulic servo drum 46,
The ring gear R1 is connected to the third hydraulic servo drum 46 via the clutch hub 48 and the clutch C1, the planetary carrier P1 is spline-fitted to the tip of the output shaft 36, and the sun gear S1
is formed integrally with the sun gear shaft 45. In addition, a connecting drum 60, which is formed to cover the second and third hydraulic servo drums 41 and 46 and the second planetary gear set p2 in a minimum space, is attached to the outer periphery of the second hydraulic servo drum 41 at its tip. The rear end is connected to the sun gear shaft 45 behind the second planetary gear set p2, and a belt brake B1 is provided on the outer circumferential side. The spline 75 formed inside the transmission case 130 on the rear side of the brake B2 has a spline 75 formed on the inside of the transmission case 130 on the rear side of the brake B2.
2. The outer spline of the fourth hydraulic servo drum 2 and the brake disc b3 of the brake B3 are spline-fitted, and the piston is inserted into the annular hole between the outer circumferential side of the rear support 156 of the rear support wall 157 and the transmission case 130. 77 is fitted to form a hydraulic servo B-3 of the brake B3, and a return spring 79 of the hydraulic servo B-3 is supported by a flange plate attached to the tip of the rear support 156. The brake B
A one-way clutch F1 having the sun gear shaft 45 as an inner race is provided on the inside of the one-way clutch F1, an outer race 39 is connected to the brake B2, and an inner race 83 is connected to the fourth hydraulic servo drum 72 on the rear side of the one-way clutch F1. A one-way clutch F2 spline-fitted on the inner diameter is attached. Third
In the planetary gear set p3, a sun gear S2 is formed integrally with a sun gear shaft 45, a planetary carrier P2 is connected to an outer race 86 of a one-way clutch F2 on the front side, and is also connected to a brake B3, and a parking gear 85 is provided around the outer periphery. A ring gear R2 is connected to an intermediate portion 37 of the output shaft 36. When the shift lever of the automatic transmission is selected to the parking (P) position, the parking claw 84 engages with the parking gear 85 to fix the output shaft 36. An annular fourth hydraulic servo drum 7 opened at the front.
2 is press-molded with an intermediate cylinder 71, and an annular piston 73 is fitted between the fourth hydraulic servo drum 72 and the intermediate cylinder 71 to form the hydraulic servo B-2 of the brake B2, and the fourth hydraulic servo drum 72 is press-molded. A return spring 74 is installed between the inner peripheral wall of the drum 72 and the intermediate cylinder 71, and a brake B2 is installed inside the outer peripheral wall. The transmission 300 operates according to vehicle running conditions such as vehicle speed and throttle opening from a hydraulic control device 400 in a valve body 403 built in an oil pan 401 fastened to the lower part of the transmission case 130 with bolts 402. The hydraulic pressure selectively output to the hydraulic servo of the frictional engagement device engages or releases each clutch and brake, resulting in four forward speeds or one reverse speed change. Table 1 shows an example of the operation of each clutch, brake, and one-way clutch and the achieved gear position (RANGE).

[Table] In Table 1, E indicates that the corresponding clutch or brake is engaged. (L) indicates that the corresponding one-way clutch is engaged only in engine drive conditions and not in engine brake conditions. Furthermore, the corresponding one-way clutch of L is engaged in the engine drive state, but this engagement is not necessarily necessary because power transmission is guaranteed by a clutch or brake built in parallel. Indicates that it is not locked. Furthermore, f indicates that the corresponding one-way clutch is free. Additionally, an x indicates that the corresponding clutch and brake are released. ○ in S1 and S2 indicates that the solenoid is ON. The x in S1 and S2 indicates that the solenoid is OFF.
◎ in S3 indicates a case where the direct coupling clutch can be turned ON according to the duty ratio of solenoid S3. FIG. 4 shows a hydraulic circuit of the hydraulic control device 400 for the automatic transmission shown in FIG. The hydraulic circuit is an oil pan 401 shown in FIG.
An oil strainer 410, an oil pump 411, a cooler bypass valve 415, a pressure relief valve 416, a release clutch control valve 417, and a release brake control valve 41 are fastened to the lower surface of a hydraulic valve body 403 built into the
8. Lock-up relay valve 420, pressure regulating valve (regulator valve) 430, second pressure regulating valve 45
0, cutback valve 460, said direct coupling clutch 5
0 when the lock-up relay valve 4 is released.
Lock-up control valve 470 for controlling the speed of exhaust pressure from drain oil passage 6D from 20;
accumulator control valve 480, second accumulator control valve 490, throttle valve 500,
A manual valve 510 that is a hydraulic switching valve manually operated by the driver, each shift valve that is an automatic hydraulic switching valve (1-2 shift valve 520, 2-3 shift valve 530, 3-4 shift valve 540), brake B1
Intermediate eight coast modulator valve 545, which adjusts the oil pressure supplied to the brake B1 and cuts off the oil supply to the brake B1 during third gear;
A low coast modulator valve 550 that adjusts the hydraulic pressure supplied to the brake, an accumulator 560 that smoothly engages and releases the clutch C0, and a brake B.
Accumulator 5 for smooth engagement of 0
70, an accumulator 580 that smoothly engages the clutch C2, an accumulator 590 that smoothly engages the brake B2, clutches C0, C1, C2 and brakes B0, B1;
A flow control valve (throttle) 6 with a check valve that controls the flow rate of pressure oil supplied to each hydraulic servo of B2 and B3.
01, 603, 604, 605, 606, 60
7, 608, 609, shuttle valve 602, first solenoid valve S1 that opens and closes with the output of an electronic circuit (computer) and controls the 2-3 shift valve 530;
a second solenoid valve S2 that controls both the 1-2 shift valve 520 and the 3-4 shift valve 540; a third solenoid valve S3 that controls the lock-up relay valve 420 and the lock-up control valve 470; An oil passage connecting the valves, the clutch, and the brake hydraulic cylinder, and a drain oil passage 6D from the lock-up relay valve 420 when the direct coupling clutch 50 is released are provided in parallel with the lock-up control valve 470. It consists of a throttle suitably inserted into each oil passage including the throttle r1, and s indicates an oil strainer provided between each oil passage. From oil pan 403 to oil strainer 410
The hydraulic oil pumped up by the hydraulic pump 411 is adjusted to a predetermined oil pressure (line pressure) by a pressure regulating valve 430 and then supplied to the oil path 1 . The surplus pressure oil that has flowed into the oil line 6 connected to the oil line 1 via the pressure regulating valve 430 is controlled by the second pressure regulating valve 450 to a predetermined secondary line pressure (torque converter pressure),
Lubricating oil path L1 of transmission 300 and lubricating oil path L of extension housing 140
The lubrication oil pressure is adjusted to 2. Also, a part of the oil pump discharge port is connected to the oil cooler O/C via the lock-up relay valve 420 from the oil passage 1 or the oil passage 6.
is supplied to and cooled. The pressure regulating valve 430 has a spring 4 at the top in the figure.
The spool 432 is connected to the upper end land 436 of the plunger 438 through an oil passage 9 from above in the drawing.
When moving backward, the oil passage 5 is further
It receives line pressure applied to the lower end land 437 of the plunger 438 from below, and receives feedback pressure of the line pressure applied from the lower end of the spool 432 to the lower end land 433 of the spool 432 from the lower side in the drawing, and is displaced. The communication area with the port 435 is adjusted to output line pressure to the oil passage 1 according to vehicle running conditions. The manual valve 510 is provided in the driver's seat and is connected to a shift lever (select lever) for selecting a gear shift range, and is manually operated to select P (park), R (reverse), or R (reverse) depending on the shift lever range. N (neutral)), D (drive), S (second), or L (low) position. Table 2 shows the communication state between oil passage 1 and oil passages 2 to 5 in the shift range of each shift lever. 〇 indicates that each oil passage 2 to 5 communicates with oil passage 1 and line pressure is supplied, and × indicates that each oil passage 2 to 5 is discharged to the drain port of the manual valve. .

[Table] In the throttle valve 500, a cam 505 rotates in accordance with the amount of depression of the accelerator pedal, and a throttle plunger 501 strokes, and a spool 502 on which the plunger 501 and a spring 504 are disposed behind.
The spool 502 is moved via the spring 503 between the spool 502 and the line pressure supplied from the oil passage 1 is regulated to a throttle pressure according to the throttle opening degree and output to the oil passage 9. The lock-up relay valve 420 is connected to the spool 42
2 (upper part shown) and plunger 424 (lower part shown)
and are connected in series via a spring 426. The spool 422 is the upper end land 422 in the illustration.
A, intermediate land 422B and lower end land 4 shown
22C, which is connected from above to the oil passage 2A via the throttle r10 and the solenoid valve S.
3 is provided in the oil passage 2D, and is displaced from below by the spring load of the spring 426. When the solenoid pressure Ps is less than the set value Ps1 shown in FIG. 2, the spool 43
Since the spring load of the spring 426 is larger, 2 is set at the upper part of the figure, and the torque converter 20
The oil passage 6, which is the oil pressure source of 0, and the direct coupling clutch release side oil passage 6A are connected, and in this embodiment, the direct coupling clutch release side oil passage 6A is connected to the drain oil passage 6C, which is the circulation oil passage of the oil cooler, and the direct coupling clutch engagement side oil passage 6B. Communicate with.
As a result, the clutch release side 50A of the clutch disk 50 has a higher oil pressure than the clutch engagement side 50B, the clutch disk 50 separates from the friction surface 20 of the front cover, and the direct coupling clutch 80
releases. When the solenoid pressure Ps of the oil passage 2D is equal to or higher than the setting range Ps2, the spool 422 is set downward in the figure, the oil passage 6 communicates with the oil passage 6B, and the oil passage 6A is connected to the drain port via the throttle r1 in this embodiment. A drain oil passage 6D connected to the drain port 47b of the lock-up control valve 470, which also functions as a relief valve.
contact. As a result, the oil pressure at the clutch engagement surface 50B of the clutch disk 50 becomes higher than the oil pressure at the clutch release surface 50A, the clutch disk 50 is pressed against the friction surface 20, and the direct coupling clutch 80 is engaged. In this case, the solenoid pressure in the oil passage 2D is duty-controlled by the solenoid valve S3, so precise hydraulic control is possible according to vehicle running conditions such as vehicle speed and throttle opening, and the pressure can be raised and lowered smoothly. The direct coupling clutch can be smoothly engaged and released through the clutch state. The lock-up control valve 470 includes a spool 472 (lower part in the figure) and a large diameter plunger 474.
(upper part in the figure) are arranged in series, and a spring 476 is placed behind the lower end of the spool 472.
The large-diameter land 474A of the spool 472 and the plunger 474 receives the solenoid pressure Ps of the oil passage 2D applied to the upper end oil chamber 471 in the figure, and the spring load of the spring 476 applied from below to the spool 472 and the oil passage 1 The oil chamber 477 located between the spool 472 and the plunger 474 receives the line pressure (related to the throttle pressure) applied to the lower end land 472A of the spool 472.
5 through the restrictor r2, the drain oil passage 6D is displaced. When the drain oil passage 6D is connected to the oil passage 6A, the spool 472 is connected to the oil passage 6 which is applied to the upper end land 479 when the solenoid pressure Ps is below the set value.
The normally open import 47a is displaced by the hydraulic pressure from D and the spring load of the spring 476, and when the solenoid pressure Ps is higher than the set value, it is displaced by the solenoid pressure Ps and the spring load of the spring 476, and is connected to the oil path 6D. The degree of communication between the drain port 47b and the drain port 47b is adjusted, and the speed of oil drainage from the drain port 4b is adjusted (relief control). This exhaust pressure is applied to the clutch disc 5 of the direct coupling clutch.
0 comes into contact with the friction surface 20. This allows the direct coupling clutch 80 to quickly start engaging. After the contact, the pressure in the oil passage 6D is gradually discharged through the throttle r1 arranged in parallel with the lock-up control valve 470, which is a relief control valve, and the direct coupling clutch capacity increases smoothly. The exhaust pressure from the drain port 47b has a duty ratio of the solenoid pressure S3 in the first region Z2 in FIG.
Accordingly, the hydraulic pressure applied to the clutch release side 50A of the clutch disc 50 is gradually lowered in accordance with vehicle running conditions such as vehicle speed and throttle opening.
Direct coupling clutch 80 under a wide range of vehicle driving conditions
The engagement of the direct coupling clutch 80 is performed smoothly, and the engagement shock of the direct coupling clutch 80 is reduced. Also import 4
Above 7a in the figure is a port 47 connected to the oil passage 6.
c is provided, and when the spool 472 is set upward in the figure, the oil passage 6D and the oil passage 6 are connected and the drain port 47b is closed, and when the spool 472 is set downward in the figure, the drain port 47b is closed. Port 47c is closed, and oil passage 47a communicates with drain port 47b. Further, when the spool 472 is in the middle, the opening degree of the port 47c and the drain port 47b is adjusted by the position of the spool 472. As a result, the pressure discharge speed from the oil passage 6D can be smoothly controlled without reducing the pressure inside the torque converter, and the effect of preventing cavitation inside the torque converter can be improved. In this case, the solenoid pressure in the oil passage 2D is pulsated by the duty control of the solenoid valve S3, so as shown in FIG. It is desirable to include a vibration damping device. Similarly, in order to prevent the spool 472 from swinging, each in-out port of the lock-up control valve 470 is throttled as shown in FIG.
It is recommended to install a damping device such as 4, r5, r6. In addition, in this embodiment, line pressure P1 of oil passage 1, which is an example of oil pressure Pi that changes mainly in relation to vehicle speed, is introduced into the lower end oil chamber 477 shown in the drawing in which a spring 476 is installed behind, and the line pressure P1 of oil passage 1 is introduced into The start timing of the transmission torque and the rise of the transmission torque capacity are related to vehicle running conditions. This allows the engagement of the direct coupling clutch to be optimally controlled over a wide range of vehicle driving conditions. The first solenoid valve S1 generates a high level solenoid pressure (equal to line pressure) in the oil passage 2G associated with the oil passage 2 through the throttle r11, and when energized, discharges the pressure oil in the oil passage 2G to maintain a low level. Generates solenoid pressure. The second solenoid valve S2 generates high-level solenoid pressure in the oil passage 1H that communicates with the oil passage 1 via the throttle r12 when it is not energized, and discharges the pressure oil in the oil passage 1H when it is energized to generate a low-level solenoid pressure. arise. The third solenoid valve S3 is a lock-up relay valve 4 that is duty-controlled as described above and communicates with the oil passage 2D that communicates with the oil passage 2 via the throttle r10.
The oil pressure in the illustrated upper end oil chamber 421 of No. 20 and the illustrated upper end oil chamber 471 of the lockup control valve 470 is controlled. Table 1 shows energization (〇) and non-energization (×) of solenoid valves S1 and S2 controlled by electronic circuits.
This shows the relationship between the shift position of the shift lever and the shifting state of the automatic transmission. The 1-2 shift valve 520 has a spring 52 located downward in the figure.
When the solenoid valve S2 is de-energized (OFF) and high-level solenoid oil pressure is generated in the oil passage 1H, the high-level solenoid pressure enters the oil chamber 524 at the upper end in the figure. By applying the oil pressure, the spool 522 is set to the lower position in the drawing and becomes the first speed position, the solenoid valve S2 is energized (ON), the pressure oil in the oil passage 1H is discharged, and the solenoid pressure is at the low level. The spool 522 is set upward in the figure to obtain the second speed position. In 3rd and 4th gear, oil path 1
Line pressure enters the lower end oil chamber 523 from the oil passage 1C communicating with the oil passage 1B via the 2-3 shift valve 530, and the spool 522 is fixed upward in the drawing regardless of the solenoid pressure. The 2-3 shift valve 530 has a spring 53 located downward in the figure.
When the solenoid valve S1 is energized and the oil passage 2G is at a low level solenoid pressure, the spool 532 is set upward in the figure by the action of the spring 531.
When it is in the second speed position and the solenoid valve S1 is de-energized, high-level solenoid pressure is generated in the oil passage 2G and applied to the oil chamber 534, and the spool 532 is set to the lower position in the figure due to the action of this solenoid pressure. This is the 3rd and 4th gear position. When line pressure is supplied to the oil passage 4, the line pressure is supplied to the lower end oil chamber 533, and the spool 532 is locked at the upper position in the drawing, which is between the first and second speeds. The 3-4 shift valve 540 has a spring 54 located downward in the figure.
The oil passages 1 and 2 are equipped with a spool 542 with a
-3 shift valve 530, 1st speed, 2nd speed where line pressure is supplied to the lower end oil chamber 544 via the oil path 1B
At high speed, the spool 542 is locked upward in the figure (toward the third speed) by the action of the line pressure and the spring 541 regardless of the solenoid pressure, the solenoid valve S2 is energized, the oil passage 1H is evacuated, and the low level is reached. The second and third speeds, which have the hydraulic pressure of the spring 541
The spool 542 is set upward in the figure by the action of
In the fourth speed, the solenoid valve S2 is de-energized and the oil path 1
A high level solenoid pressure is generated at H and applied to the upper end oil chamber 543, and the spool 542 is set downward in the figure by the action of this solenoid pressure. The cutback valve 460 receives the spring load of a spring 461 placed behind it from above in the drawing, and has a spool 462 that is displaced by receiving the line pressure of the oil passage 2A from the other side, and the line pressure is supplied to the oil passage 2A. The spool 462 is set upward in the figure to communicate the oil passage 9 in which throttle pressure is generated with the cutback pressure output oil passage 9A, outputting the throttle pressure as cutback pressure, and controlling the throttle valve 50.
A cutback pressure is applied to the lower end land 507 of the spool 502 shown in FIG. Due to this level reduction of the throttle pressure, the spool 432 of the regulator valve 430 which uses the throttle pressure as the input oil pressure is displaced upward in the figure, and the line pressure of the oil passage 1 is leveled down, so-called line pressure cutback is performed. First accumulator control (control)
The valve 480 has a spool 481 at the bottom in the figure,
The spring 48 is connected in series with the spool 481 in the upper part of the figure.
2, and has a large-diameter plunger 483 in which a cylindrical part is formed that protrudes (downward in the figure) so that the upper end of the spool-side outer circumference in the figure encompasses the lower end of the plunger-side outer circumference of the spool 481 in the figure. , the spool 481 is connected to the lower end oil chamber 484 via the oil passage 1 from below.
The line supplied from the oil passage 1 is displaced by the spring load from the spring 482 from above and the feedback of the output oil pressure applied from the oil passage 1M to the upper end oil chamber 485 via the throttle r13. The pressure is regulated and output to the oil path 1M as output oil pressure P1. The second accumulator control valve 490 has a spool 492 with a spring 491 mounted on its back in the lower part of the drawing, and an oil hole 494 with a restrictor R14 is formed in the upper end land 493 of the spool 492, and the upper end oil chamber 49
5 and the intermediate oil chamber 496 are connected. Spool 4
92 is a spring load by a spring 491 from below,
From the oil passage 9 to the large diameter lower end land 4 of the spool 492
97, and is displaced by the feedback of the output oil pressure (accumulator control pressure Pa) applied from above to the upper end land 493 via the oil path 1M and the throttle r14, and is displaced from the oil path 1M. The supplied output oil pressure P1 of the first accumulator control valve is regulated, and the oil passage 1Q is set as the accumulator control pressure Pa.
Output to. Next, the operation of the hydraulic control device by manual shifting of the manual valve 510 will be explained. When manual valve 510 is shifted to N range. As shown in Table 2, oil passage 1 does not communicate with any of oil passages 2 to 5, and as shown in Table 1, first and second solenoid valves S1 are energized and S2 is de-energized. Therefore, the spools of the 1-2 shift valve 520, the 2-3 shift valve 530, and the 3-4 shift valve 540 are all positioned upward in the figure by the action of the spring. 3-4 to oil path 1 without going through manual valve 510
Only the clutch C0, which is in direct communication with the shift valve 540, the oil passage 1F, and the flow control valve with check valve 601, is engaged. When manual valve 510 is shifted to D range. As shown in Table 2, line pressure is supplied to the oil passage 2 and the clutch C1 is engaged. When starting the vehicle, solenoid valve S is activated as shown in Table 1.
1 is energized, solenoid valve S2 is de-energized and 1-2
The spool 522 of the shift valve 520 is located at the bottom in the figure, and is connected to the oil passages 3B and 2 that communicate with the brakes B1 and B2.
A is an oil path 5C which is depressurized and connects to brake B3.
Since hydraulic pressure is not supplied to brakes B1 and B
2, B3 is released and the vehicle runs in first gear. During automatic gear shifting, when the vehicle speed reaches a preset value as shown in Table 1, the solenoid valve S2 is energized by the output of the computer, and the solenoid pressure applied to the oil chamber 524 of the 1-2 shift valve 520 is reversed to a low level. Therefore, the spool 522 of the 1-2 shift valve 520 moves upward in the figure, and hydraulic pressure is supplied through the oil passage 2, the 1-2 shift valve 520, the oil passage 2A, and the flow control valve with check valve 608, and the brake is activated. B2 is engaged and an upshift to second gear occurs. To upshift to third gear, when the vehicle speed, throttle opening, etc. reach predetermined values, the solenoid valve S1 is de-energized by the output of the computer, and the spool 532 of the 2-3 shift valve 530 moves downward in the figure.
Oil passage 1, 2-3 shift valve 530, oil passage 1B, shuttle valve 602, flow control valve with check valve 60
3. Hydraulic pressure is supplied to clutch C via oil path 1P.
2 is engaged, and at the same time, the spool 522 of the 1-2 shift valve 520 is fixed upward in the drawing (toward the 2nd speed) by line pressure supplied from the oil passage 1C to the lower end oil chamber 523. In order to upshift to 4th gear, as described above, the solenoid valve S2 is de-energized by the output of the computer, the solenoid pressure that was being supplied from the oil passage 1H to the upper end oil chamber 543 is reversed to a high level, and the 3-4 shift valve 5
The spool 542 of No. 40 moves downward in the figure, and the pressure in the oil passage 1F is exhausted, and the oil pressure is supplied to the oil passage 1P.The oil pressure is supplied to the oil passage 1L through the flow control valve with check valve 605, and the clutch C0 is activated. At the same time as the brake is released, the brake B0 is engaged. When manual valve 510 is in S range. In addition to the oil passage 2, line pressure is supplied to the oil passage 3. 1st, 2nd, and 3rd gears are shifted in the same manner as in the D range, but line pressure enters the lower end oil chamber 544 of the 3-4 shift valve 540 via oil path 3 and oil path 1E, and the spool 542 Since it is fixed at the upper position in the figure, no shift to fourth gear occurs. In the second speed, line pressure is supplied from the oil passage 2 to the oil passages 2A and 2D via the 1-2 shift valve 520, as in the D range 2nd speed, and at the same time, the line pressure is supplied from the oil passage 3 to the 2-3 shift valve 520. Valve 530, oil path 3A, 1-2
Since line pressure is also supplied to the oil passage 3B via the shift valve 520, the line pressure is supplied to the oil passage 3C, and the second speed in which both the brake B2 and the brake B1 are constantly engaged is achieved, and the S range is reached. In the second gear, engine braking is applied during coasting and the transmission torque capacity is increased. Furthermore, if the manual valve 510 is in the D position and a D-S shift is performed manually while running in fourth gear, the line pressure is introduced into the lower end oil chamber 544 of the 3-4 shift valve 540 as described above, so that the third When the speed has been reduced to the scheduled speed, the computer output energizes the solenoid valve S1, causing a 3-2 downshift and obtaining the second speed where engine braking is effective. When manual valve 510 is in L range. In addition to the oil passages 2 and 3, line pressure is also supplied to the oil passage 4. 1st and 2nd speeds are shifted in the same way as in the D range, but line pressure enters the lower end oil chamber 533 of the 2-3 shift valve 530 from the oil passage 4,
Since the spool 532 is fixed upward in the figure, no shift to third speed occurs. Also, the first speed is oil passages 4 and 2.
- The brake B3 is engaged by the hydraulic pressure supplied through the 3rd shift valve 530, the oil passage 4A, the low coast modulator valve 550, the oil passage 4B, the 1-2 shift valve 520, and the oil passage 5C, so that the engine brake is effective. is being done. The second speed is the same as when the manual valve 510 is shifted to the S range. Furthermore, when a manual shift is made to the L range while driving in the 3rd gear state, the line pressure is introduced into the lower end oil chamber 533 of the 2-3 shift valve 530 to immediately downshift to the 2nd gear, and the planned speed is reached. At the time of deceleration, the computer output energizes solenoid valve S2, causing a 2-1 shift. When manual valve 510 is in R range. As shown in Table 2, oil pressure is supplied to the oil passage 5, line pressure is supplied via the shuttle valve 62, flow control valve with check valve 603, and oil passage 1P, and the clutch C2 is engaged. Also, solenoid valve S1
Since it is ON, the solenoid pressure in the upper end oil chamber 534 of the 2-3 shift valve 530 is at a low level.
The spool 532 is set upward in the figure, and line pressure is supplied from the oil passage 1 to the oil passage 1E, and line pressure is supplied to the lower end oil chamber 544 of the 3-4 shift valve 540, regardless of whether the solenoid valve is ON or OFF. First, the spool 542 is set upward, and line pressure is supplied from the oil passage 1 to the oil passage 1F, so that the clutch C0
is engaged. In addition, the 1-2 shift valve 520 is supplied with line pressure to the lower end oil chamber 523 via the oil passage 1C, so the solenoid valve S2 is turned on and off.
Regardless, the spool 522 is set upward in the drawing, line pressure is supplied to the oil passage 5C, and the brake B3 is engaged. Manual valve 510 is D or S, S or L
If the engine is shifted to each range, line pressure is generated in the oil passage 2, and the 1-2 shift valve 520 is set to the second gear side (upper side in the figure), line pressure is generated in the oil passage 2D, The aforementioned direct clutch control is performed.

[Brief explanation of the drawing]

Fig. 1 is a block diagram of a direct coupling clutch control device for a fluid transmission device of the present invention, and Fig. 2 shows the duty ratio of the solenoid valve S3, the lock-up relay valve (first spool valve), and the lock-up control valve (second spool valve). ) is a graph showing the relationship between the operating range of
FIG. 3 is a sectional view of a vehicle automatic transmission equipped with a torque converter with a direct coupling clutch, and FIG. 4 is a hydraulic pressure control system for a vehicle automatic transmission to which the direct coupling clutch control device for a fluid transmission device of the present invention is applied. circuit diagram,
FIG. 5 is a block diagram of a direct coupling clutch control device for a fluid transmission device according to another embodiment. In the figure, 100...automatic transmission, 200...hydraulic torque converter, 300...transmission, 400...hydraulic control device, 420...lock-up relay valve (first spool valve), 470...
... Lockup control valve (second spool valve), S3 ... Electromagnetic solenoid valve.

Claims (1)

[Scope of Claims] 1. A direct coupling clutch of a fluid transmission device, which is provided in a fluid transmission device and engages and disengages an input member and an output member of the fluid transmission device by a pressure difference of working fluid applied to both sides of a clutch disk. The control device includes: a hydraulic source for supplying the working fluid to the direct coupling clutch; and a hydraulic source on one side and the other side of the clutch disk to create a pressure difference on both sides of the clutch disk. a first spool valve that switches communication and drain to the drain; a second spool valve that adjusts changes in the pressure difference; and a second spool valve that is duty-controlled to control the first and second spool valves by applying solenoid pressure; an electromagnetic solenoid valve that controls the first spool valve in one duty ratio region and the second spool valve in a second duty ratio region; and hydraulic pressure that damps the pulsation of the solenoid pressure applied to the second spool valve. A direct coupling clutch control device for a fluid transmission device, comprising a vibration damping device.