JPS5894667A - Control mechanism for direct-coupled clutch of automatic transmission - Google Patents

Abstract

PURPOSE:To minimize the shock caused when a direct-coupled clutch is engaged, by executing duty control of a solenoid valve for controlling a lock-up control valve at the time of engaging and disengaging the direct-coupled clutch. CONSTITUTION:A lock-up control mechanism 70 is composed of a lock-up control valve 71, an orifice 77 and a solenoid valve 76 which controls the hydraulic pressure in an oil passage 4a communicated with an oil passage 4 via the orifice 77. The lock-up control valve 71 is acted at one side thereof by the hydraulic pressure in the oil passage 4 imposed on a land 73C via the oil passage 4 and the load of a spring 72, while it is acted at the opposite side thereof by the solenoid pressure in the oil passage 4a that is controlled by the solenoid valve 76 duty-controlled by a sleeve 75 or the hydraulic pressure in an oil passage 8 for disengaging a direct-coupled clutch 430 that is imposed on a land 73A and the load of a spring 74. Thus, the valve 71 controls communication between the oil passage 4 and the oil passage 8 or an oil passage 9 used for engaging the clutch.

Description

[Detailed description of the invention]

The present invention is a direct coupling clutch (lock-up clutch)
This invention relates to a direct clutch control mechanism for an automatic transmission. [Locked in automatic transmissions with pull-up clutches] When the 7-tube clutch is engaged, there is a difference in rotational speed between the pump side and the turbine side of the 1-lux converter or Frico-Rad coupling, causing a shock due to clutch engagement. , the feeling may be unfavorable. For this reason, in the past, it was decided to increase the vehicle speed when the lock-up clutch is engaged, and the rotational speed of the pump side and turbine side of the torque converter or Frico-Rad coupling when the lock-up clutch is engaged is small. In this state, the clutch is locked up to reduce the shock caused by clutch engagement. However, in this case, the lock-up vehicle speed increases,
At low vehicle speeds, lock-up cannot be achieved, and the lock-up clutch's full effectiveness cannot be obtained. An object of the present invention is to provide a lock-up clutch control mechanism that can reduce the shock of lock-up clutch engagement by adjusting hook-up clutch engagement pressure and lock-up clutch release pressure. Next, the present invention will be explained based on an embodiment shown in the drawings. Fig. 1 shows a continuously variable automatic transmission for a vehicle. 100 is - [a fluid coupling in which the fastening surface 100A with the engine is open; Similarly, there is a fluid coupling room 110 in which a fluid controller such as a torque converter is housed, and a differential room 120 which is open on the side opposite to the engine, houses a differential gear, and supports one output shaft of the differential gear. 1-Rou-1 which has an idler gear room 130 that is open on the side opposite to the engine and that houses the idler gear and supports one of the shafts of the idler gear.
Inverter case 200 should be opened on the engine side.

[] Opening of the transmission room 210 where the belt-type continuously variable transmission is housed, and the differential room of the torque converter case]: When the surface is covered, the differential room that supports the other output shaft of the differential opens. 220, and an idler gear room 230 that covers the side opposite to the engine side of the idler gear rule 130 of the torque converter case, and is a transmission case fastened to the side opposite to the engine 100B of the torque converter case with bolts. 300 has a center case C that pivotally supports the transmission shaft between the fluid coupling and the transmission shaft 1 to the transmission. In this embodiment, the center case is housed in the transmission case and is bolted to the opposite side 100B of the torque converter case to the engine. It consists of a known fluid coupling 400 disposed inside the converter case 100 and connected to the output shaft of the engine, and a transmission installed inside the transmission case 200. An input shaft 510, which serves as an oil supply/discharge path for hydraulic oil and lubricating oil for the hydraulic servo, is disposed so as to have the same axis as the fluid coupling 400, and the shaft center is hollow, and the hollow part 511 serves as an oil supply/drainage path for hydraulic oil and lubricating oil. A V-belt type continuously variable transmission 500 in which an output shaft 550 serving as an oil supply/drainage path for servo hydraulic oil is arranged parallel to the input shaft 510,
A planetary gear transmission mechanism 600 arranged between the input shaft 510 of the adult stage transmission and the output shaft of the fluid coupling, arranged in parallel with the input shaft 510 and the output shaft 550 of the V-belt continuously variable transmission 500. A differential 700 is provided with an output shaft 710 connected to an axle, and an input large gear 720 of the differential 700 and an end of the -r engine of the output shaft 550 of the V-belt continuously variable transmission 500. A center case 300 is inserted between the V-pel 1 and the output gear 5'JO of the adult stage transmission, and is parallel to the output 411550, with one end being pivotally supported by the torque converter case and the other end being an inner case. The idler gear 800 includes an idler gear shaft 810 that is rotatably supported by the idler gear shaft, and an input gear 820 and an output gear 830 that are provided on the idler gear shaft. (1) The Pell 1-adult stage transmission 500 and the planetary gear transmission mechanism 600 are controlled in accordance with vehicle running conditions such as 1 hour speed [1 liter opening] by the C hydraulic control device such as reduction ratio, forward movement, reverse movement, etc. Reference numeral 100 denotes an oil pump cover which is fastened to the wall of the center case (near the fluid coupling where the engine is located) and houses therein an oil pump driven by a hollow shaft 410 that is integrated with the fluid coupling 400. It is. The output shaft 420 of the fluid coupling 400 is rotatably supported by a sleeve 310 fitted in the center of the center case 300 via a metal bearing 320, and -
At the engine side end is the hub 4 of the lock-up clutch 430.
40 and the hub 460 of the turbine 450 of the fluid coupling are spline-fitted, and the other end is enlarged in diameter in a stepped manner, and the large diameter portion is connected to the input shaft 60 of the planetary tooth 11 transmission mechanism 600.
1 and is supported by the intermediate support wall 3 via a bearing 330. Output shaft 420 of the fluid coupling
The input shaft 601 of the planetary gear transmission mechanism is formed hollow, and the hollow part is provided with an oil passage 421 and a plug 420.
Further, the engine end of the sleeve 422 fixed to the input shaft 510 of the V-belt type continuously variable transmission is rotatably fitted. The planetary gear transmission mechanism 600 is connected to an input shaft 601 that is integrated with the output shaft 420 of the fluid coupling 400, and is also connected to a fixed 7-lunge of a V-belt type continuously variable transmission, which will be described later, via a multi-plate clutch 630. Carrier 6
20. Ring gear 660 engaged with 9- center case 300 via multi-disc brake 650;
A sun gear 670 is provided on the outer periphery of the output shaft 610 of the planetary gear transmission mechanism, which is formed integrally with the input shaft 510 of the V-belt type continuously variable transmission. A gear 66 (a planetary gear 640 in mesh with each other), a hydraulic servo 6 formed on the wall of the center case 300 and operating the multi-disc brake 650
80, the hydraulic pressure 1) formed on the fixed 7 flange wall and operating the multi-disc clutch 630; ■Pel 1 to adult stage transmission 500 is a planetary gear transmission mechanism 6
A fixed flange 520Δ formed integrally with the input shaft 510 that is integrated with the output @610 of 00, and the oil H-servo 53
0, an input pulley 520 consisting of a movable flange 52B driven in the direction of the fixed 7 langes 52△, a fixed flange 560△ formed integrally with the output shaft 550 of the V-belt type continuously variable transmission, and the hydraulic pressure Movable flange 5 driven by one bolt 57 in the fixed 7 flange 560A direction
It consists of an output pulley 560 consisting of 60B, and a V-belt 580 that transmits power between the input pulley 520 and the output pulley 560. ■The input shaft 510 of the belt-type continuously variable transmission has an engine side end 510 that serves as the output shaft 610 of the planetary gear transmission mechanism.
A is supported by the input shaft 601 of the planetary gear transmission mechanism via a bearing 340, and is supported by the center case 300 via the input shaft 601 and the bearing 330, and the other end 510B is supported by the transmission case via a bearing 350. It is supported by the side wall 250 opposite to the engine, and furthermore, its tip surface 510C is connected to the lid 260 fastened to the side part 250 with a needle (roller) bearing 2.
It is abutted via 70. ■The hollow part 511 formed at the center of the input shaft 510 of the belt-type continuously variable transmission has the sleeve 42 attached to the side of the engine.
2 is fitted, and the engine side part 511A transfers the hydraulic pressure supplied from the oil passage 421 through the oil passage 301 of the center case 3001 to the hydraulic servo 690 through the oil passage 513 formed at the base of the fixed flange 520A. The tip of the opposite side h 11 B serves as an oil passage for supplying oil, and the tip thereof closes a hole 250 △ formed in a portion of the side wall 250 of the transmission case corresponding to the input shaft 10 J: Covered. The lid 26 is fitted into the pipe-shaped protrusion 261 of the swallow 260.
0] - For supplying liver oil to the hydraulic servo 530 via the protrusion 261 of the lid 260 from the oil passage 514 formed in the transmission case 200 and communicating with the hydraulic control device in its entire space. It works like an oil passage. The output gear 590 is formed integrally with a hollow support shaft 591, and the support shaft 591 is supported by the side wall of the torque converter case via a roller bearing 592 with an engine side end 591A forming one support point, and the other end 591B.は(”−
The engine side of the output gear 590 is supported by the center case 300 via a roller bearing 593, and
90A is a needle bearing 594 that forms an intermediate fulcrum
The opposite side surface 590B of the output gear is brought into contact with the side wall of the center case 300 through a needle bearing 595, and the one-heran transmission of the support shaft 591 is brought into contact with the side wall of the torque converter case through the needle bearing 595. In the crocodile, Innaspura and In-59G are formed. ■The output shaft 550 of the belt type continuously variable transmission has an outer spline 550A formed at the end near the engine that fits into the in-dog spline 596 formed on the support shaft 591 of the output gear, and outputs by fitting the spline. Gear spindle 591
is supported by the center case 300 via the other end 550
B connects the engine-opposite side wall 25 of the transmission case via a ball bearing 920 that covers the other fulcrum.
It is supported by 0. A sensing valve body 552 is fitted in the middle part of an oil passage 551 formed at the axis of the output shaft 550 of this Pel 1 to adult stage transmission, and an engine side part 552A of the valve body 552 is connected to the engine side part 552A of the valve body 552. Hydraulic pressure supplied from an oil passage 140 formed in the transmission case and communicating with a hydraulic control device is an oil passage to be guided to the hydraulic servo 570. 13- A transmission case and a lid fastened to the transmission case, which are fitted with the pipe-shaped protrusion 554 of the lid 553, which is fitted with a lid so as to close the hole 250B formed in the corresponding part of the side wall 250 of the transmission case to the output @550. 5
53 and movable from the hydraulic control device 7 langes 560B
The hydraulic pressure is adjusted by a reduction ratio detection valve 50 that detects the displacement position of the oil passage 3. In the reduction ratio detection valve 50, an engagement pin 51A attached to the right end of the detection rod 51 in the drawing is engaged with a step 561 formed on the inner circumference of the movable flange 560B, and the spool is displaced in accordance with the displacement of the movable flange 560B. The oil pressure of the oil passage 3 is adjusted by. FIG. 2 shows a hydraulic control device for controlling the continuously variable automatic transmission for vehicles shown in FIG. 1. 21 is an oil reservoir; 20 is an oil pump that is driven by the engine and discharges the hydraulic oil sucked from the oil reservoir 21 into the oil passage 1; 30 is an oil pump that adjusts the oil pressure of the oil passage 1 according to the input oil pressure, and adjusts the line pressure. pressure regulating valve, 4
0 adjusts the line pressure supplied from oil path 1 according to the throttle opening, outputs it as the first stroke pressure from oil path 14-2, and outputs it from oil path 3 via A refit 22. The reduction ratio detection valve 5 supplied with
0 output overrides the reduction ratio pressure 1] Throttle opening is the set value 01
From the above-mentioned sharpening oil passage 3a, the second valve is outputted as a single pressure.
The reduction ratio detection valve 60 regulates the oil pressure of the oil passage 3 which communicates with The oil passage 1 is connected via the orifice 24 and the pressure regulating valve 3
Adjust the oil pressure of oil passage 4 where excess oil from 0 is discharged.
A second pressure regulating valve 65 is actuated by a shift lever set at the operating level, and a second pressure regulating valve 65 supplies lubricating oil from the oil passage 5 to the parts that require lubrication of the continuously variable automatic transmission.
70 is a fluid coupling 400 which distributes the line pressure of the line pressure according to the driver's operation, and 70 distributes the hydraulic pressure of the oil line 4 according to the input.
80 is a lock-up control mechanism that controls the engagement and release of the lock-up clutch 430;
The hydraulic pressure of a is input from the oil path 11 and output to the hydraulic servo 530 of the pulley.
A low modulator valve 12 is provided in the oil passage 1C that communicates with the oil passage 1 when the oil j) is shifted to the 1-range to shift 1, and supplies the line pressure to the oil passage 2 as a low modulator pressure by regulating the line pressure. A relief valve 25 is installed in the oil cooler oil passage 11 (-), and a relief valve 26 is installed in the oil passage 1 (J).
27 is a check rotation flow control valve installed in the line pressure supply oil passage 6 to the hydraulic servo 680 of the multi-disc brake of the planetary gear transmission WJ-300, and 27 is the hydraulic servo of the multi-disc clutch of the planetary gear transmission mechanism 300. 690) is a flow control valve installed in the line pressure supply oil line 7. The hydraulic pressure regulating device of the present invention includes the pressure regulating valve 30,
13 consisting of a loop valve 40 and a reduction ratio detection valve 50
The reduction ratio detection valve 50 includes a detection rod 51 having an engagement pin 51△ that engages with a movable flange 560B of the output pulley of the belt-type continuously variable transmission at one end and a spring 52 at the other end. , a spool 54 having lands 54A and 54B arranged in series with the detection rod 51 via a spring 53, ? 111 road 3 connection 1-ru baud 1-55, drain baud 1-56, baud 1-5 provided on spool 55
5 and an oil passage 57 communicating with the oil chamber 54a between the lands 54A and 54B, and generates a hydraulic pressure Pi in the oil passage 3 as shown in FIG. The throttle valve 40 includes a throttle plunger 1142 that is displaced by contacting a throttle cam 41 linked to an accelerator pedal on the driver's seat.
2 and a spool 44 connected in series via a spring 43.
2 and the spool 44 are displaced to the left in the drawing. The plunger 42 controls the rotation angle of the throttle cam 41 and the land 4.
When the oil pressure sloramir pressure θ of the oil passage 2 fed back to the oil passage 2a becomes equal to or higher than the set value 01 (θ>θ1), the oil passage 3 and the oil passage 3a are connected, and the oil passage 3a is given a pressure equal to the reduction specific pressure. 2nd slot 17 - When θ<191, plunger 42
drain boat 40a via oil passage 42B provided in
4J1: The oil tank of the oil passage 3a is turned 4J1: A second throttle pressure P1 is generated in the oil passage 3a as shown in FIG. The movement of the thrower cam is transmitted to the spool 44 via the spring 43, and the throttle opening and orinois 45
Fig. 5 J5
and adjust the pressure as shown in Figure 6. The pressure regulating valve 30 has a spring 31 installed on one side (left side in the drawing), a spool 32 having lands 32Δ, 32B, and 32C, installed in series with the spool 32, and a small diameter land 33A and a large diameter land 33A. A first regulator plunger 33 separated from the land 33B, and a second regulator plunger i.3 arranged in series in contact with the plunger 33.
4, and the line pressure is fed back via the orifice 35 to the bow 1 communicating with the oil passage 1.
34b Drain port 34C1 remainder = 18- Boat 34 for discharging surplus oil into oil passage 4 (+, Drain boat 34 for discharging leaked oil from between the land and the valve wall
e, to Kapo-1-3 where the reduction specific pressure is manually applied from oil line 3.
44, an input port 34g to which the first throttle pressure is input manually from the oil passage 2, and an input port 3411 to which the second throttle 1f is input from the oil passage 3a. When the manual valve 70 is set to the L range, the low modulator valve 10 outputs the I-modulator pressure plOW as shown in FIG. 7, which is independent of the throttle level. Here, neither the low modulator valve nor the throttle valve has a discharge pressure oil passage for pressure regulation, and the pressure is regulated by utilizing the fact that the throttle pressure pth is always υFff- from the reduction ratio control mechanism 80. Both valves are arranged in parallel. Therefore, 1-range is connected to oil passage 2, and Plo as shown in Fig.
w and P]11, the larger hydraulic pressure will be generated. Therefore, as shown in FIG. 9, the line pressure P1 in the 1-range low throttle opening is higher than in the D range. This pressure regulating valve 30 is configured to control the reduction specific pressure inputted from the boat 34f and applied to the second plunger 34, and the bow (first slot pressure manually applied from -34a to the land 331'3 of the first plunger 33). , the second input from the boat 34h and applied to the land 33A of the first plunge 1133.
The spool 42 is displaced by the line pressure fed back to the land 32c of the spool from the boat 341), which is connected to the oil passage 1 via the slot 1-le pressure spring 31 and the orifice 35, and the boat 34 is connected to the oil passage 1.
a. The opening areas of the boats 1 to 34d and the drain boat 34c communicating with the oil passage 4 are adjusted to increase or decrease the amount of pressure oil leaking from the oil passage 1 as shown in Figs. 9, 10, and 11. Generate line pressure PL. In L range, it is necessary to downshift to obtain strong engine braking. ■In a belt-type continuously variable transmission, the input is the hydraulic servo of the pulley 530 when downshifting is 1~
By connecting the oil passage to the exhaust pressure oil passage, the oil in the servo oil chamber is drained and a downshift is realized. but,
In order to obtain a strong engine rake, the primary sheave must be rotated at high rotation speed, but the centrifugal force generated by this rotation may prevent waste oil from being generated due to hydraulic pressure. Therefore, when a quick downshift is required, it is necessary to increase the hydraulic pressure applied to the hydraulic servo 570, which has a low output. be. For this reason, in Runji, [1-Modifier 7 is used to adjust the throttle J when the throttle opening is small by the modulator valve
'EPth is increased, and 11 line pressure P1 (line pressure - hydraulic servo supply pressure with increased output) is increased. The manual valve 65 is a shift lever installed in the driver's seat.
It has a spool 66 that is moved by P (park), R (reverse), N (neutral), D (drive), and L (low), and has a spool 66 that is moved from shift 1 to position for each shift. When positioned, oil passage 1 or oil passage 2 is connected to oil passage 1C oil passage and oil passage 6 oil passage 1 as shown in Table 1. 21- Table I P RN D l- Oilway 1 × × × △ △ Oilway 6 × ○ ××× Oilway IC--△ △ O In Table I, ○ indicates connection with oilway 1, △ indicates oilway 2 - indicates blockage of oil passage, × indicates exhaust pressure. As shown in this table (■), in the R range, line pressure is supplied to the brake 680 of the planetary gear transmission mechanism, and in the D and L ranges, the throttle pressure (or [l-modulator pressure) of the oil passage 2] is supplied to the clutch 690, and the engine moves forward. A switch to reverse is made. The second pressure regulating valve 60 has a spool 62 with a spring 61 loaded on one side and lands 62A, 162B, and 62C, and the spool 62 is displaced by the spring load of the spring 61 and the hydraulic pressure applied to the land 62A via the orifice 63. The flow resistance of the oil passages 4 and 5 and the drain boat 60A are changed to adjust the oil pressure of the oil passage 4, and lubricating oil is supplied from the oil passage 5 to the parts requiring lubrication (22-). Drain from the drain h60A. The reduction ratio control mechanism 80 includes a reduction ratio control valve 81, an A refit 82, etc. 83, an electromagnetic solenoid valve 84 for Upzino 1~,
and an electromagnetic solenoid valve 8!1 for the Town Sea node. The reduction ratio control valve 81 has a first land 812Δ, a second land 812B, a third land 812C, etc., and one run 8120 has a spool 812 with a spring 811 mounted on its back, an orifice 82 and a spool 812, respectively. 83 from the oil path 2 to the throttle 1~le pressure or the low modulator 1~F.
'h<Supplied side end oil chambers 815 and 816 at both ends
, intermediate oil chamber 8 between land 812B and land 812C
10. Oil passage 2A connecting oil chamber 815 to oil chamber 810/If4, communicating with oil passage 1 to which line pressure is supplied,
The input capo whose opening area increases or decreases according to the movement of the spool 812] to the output capo 1 which communicates with the hydraulic servo 530 of the man coupler 520 of the continuously variable transmission 500 to the V-bell 1 via the oil path 1b. - Pressure regulating oil chamber 8 equipped with 818
19, a drain port 814 that exhausts pressure from the oil chamber 819 according to the movement of the spool 812, and a drain port 813 that exhausts pressure from the oil chamber 810 and the oil chamber 815 according to the movement of the spool 812. The upshift electromagnetic solenoid valve 84 and the downshift 1~ electromagnetic solenoid valve 85 are the oil chamber 81 of the reduction ratio control valve 81 and the oil chamber 81, respectively.
The lock-up controller 4M70 is operated by the output of an electric control circuit to be described later, and evacuates the oil chamber 815, the oil chamber 810, and the oil chamber 81G, respectively. , as in the first embodiment shown in FIGS. 2 and 15, a lock-up control valve 71,
It consists of an orifice 77 and an electromagnetic solenoid valve 76 that controls the oil pressure of the oil passage 4a that communicates with the oil passage 4 via the orifice 77. The lock-up control valve 71 is
A spring 72 is installed behind the spool 13 with lands 73△, 733.73C having the same diameter, and an MQIj is installed in series with the spool 73, and a spring 74 is installed behind the other side (left side in the diagram). a sleeve 75 having a larger diameter than the land of the spool 73;
As in the second embodiment shown in the figure, the spring 72 is omitted, or as in the third embodiment, the land 73A of the spool 73 is removed and the sleeve 75 and spool 73 are integrated. It has a configuration. In the first embodiment shown in FIG. 15, the oil passage 4 is applied to the land 73Q via the input port door 1Δ connected to the oil passage 4 from one side.
The solenoid valve 76 is connected to the sleeve 75 from the other side.
The spool receives the solenoid pressure ps of the oil passage 4a controlled by the solenoid pressure ps of the oil passage 4a, or the hydraulic pressure P8 of the oil passage 8 on the release side of the lock-up clutch 430 applied to the land 73A via the port 41B, and the spring load FS2 of the spring 74. 73 is displaced to control the communication between the oil passage 4 and the release oil passage 8 or the engaging oil passage 9 of the lock-up clutch 430. When the solenoid valve 76 is energized and turned on, the hydraulic pressure in the oil passage 4a is discharged and the spool 73
is fixed on the left side in the figure, oil passage 4 and oil passage 9 communicate, and hydraulic oil is supplied from oil passage 9 to [ ] pull-up clutch 430 to oil passage 8.
- drain boat 71C25-, and the lock-up clutch 430 is in a stopped state. When the solenoid valve 76 is de-energized and the valve port is closed (01:F), the oil pressure in the Rb path 4a is maintained, the spool 73 is fixed to the right in the figure, and the oil path 4 (1↓oil path 8) is connected. The hydraulic oil flows through oil path 8 to lock-up clutch 43.
The oil flows in the order of oil passage 0 to oil passage 9 to communication oil passage 10 to the oil cooler, and lock-up clutch 430 is released. Next, the operation of the [1] pull-up clutch control mechanism 70 will be explained. Lock-up clutch clause In automatic transmissions, when the lock-up clutch is engaged, there is a difference in rotational speed between the pump side and the turbine side of the converter or no-luid J tube ring, so a shock occurs due to the clutch engagement, causing a feeling of discomfort. This may be undesirable in some cases. To do this, conventional methods have been to increase the vehicle speed when the lock-up clutch is engaged. The lockup is made with little slack to reduce the shock caused by clutch engagement. However, in this case, the lock-up vehicle speed increases,
At low vehicle speeds, it is not possible to pull up one clutch, and the effect of the pull-up clutch cannot be obtained. In this embodiment, the lock-up clutch control mechanism is capable of adjusting the lock-up clutch engagement pressure and the lock-up clutch release pressure in the lock-up clutch engagement 114 to relieve the shock of the lock-up clutch engagement. is provided. In the conventional configuration, as shown in FIG. 18A, when the solenoid valve 76 is OFF, the spool 73 of the lock-up control valve 71 is set to the side shown in the figure, and the supply oil path 4 of the fluid coupling supply pressure and the lock-up clutch release are connected. The lock-up clutch is engaged and the lock-up clutch is connected to the h-b road cooler bypass oil passage 11, and the hydraulic oil flows from the oil passage 8 to the oil passage 9, and the lock-up clutch is turned 0FF (released). , when the solenoid valve 76 is turned on, the oil passage 4 communicates with the oil passage 9 and the oil passage 8 communicates with the drain boat 71C as shown in FIG. The lock-up clutch was controlled only by turning ON (engaged), and the spool was not held in the intermediate position shown in FIG. 18B. On the other hand, the configuration of the present invention will be explained based on the third embodiment shown in FIG. 17. Control at the time of engagement of the lock-up clutch (see FIG. 2) Pl: fluid joint supply port of oil path 4, P2: oil Lock-up clutch release pressure in path 8, F3: Lock-up clutch engagement pressure in oil path 9, Ps: Solenoid pressure in oil path 1a, FS
: Spring load of the spring 74 in the state of Fig. 17A,
Spring constant of spring 74, A1: Valve cross-sectional area (pressure-receiving area) of sleeve 15, A2: Valve cross-sectional area (pressure-receiving area) of land 73G, ΔX1: Valve stroke from 8 to 8 in FIG. Assume that ΔX2=stroke of the valve from Δ to C in FIG. 17 to step 1, ΔX3: stroke of the valve from A to 1 in FIG. b) In the case of Fig. 17A, the solenoid valve 76 is OFF, so Ps = P 1 = P 2, the valve balance equation in this case,
Force F in the right direction in the diagram 1-Fs 10 ps xAi = Fs
10P lxA1, force F2 in the left direction in the diagram = p IXA2
→-P2×(△1-△2>=P IXA 1, so F1=Fs pS > p 3, and the lock-up clutch becomes open. 1]) In the case of FIG.
+psx△ 1, F 2=P IXA 2+P2X
(A I-A 2) = P 1xA 1, so F
S+ΔX IXK+psxΔ−p lXA1. At this time psl=P 1- (FS+ΔX IXK)/A
1, and from this point the lock-up clutch engagement pressure (
F3) becomes equal to the supply pressure (Pl). C> In the case of FIG. 17C, the solenoid valve 76 is under decourage control and P + = P 3. 29- Yo rF 1=Fs +△X 2XK+PS XA 1
,]22=P 1xA 2+P 2x (△1-A 2
), therefore PS = (FS+△X 2xK0ps
XA 1-p lxA 2)/(A I-A 2),
In this state, P2 changes from P1 to O depending on the magnitude of ps. a) When P2=pl, FS-1-△X2XK+Ps2
1 xA 1=p IXA1, therefore Ps21 =P
1-(FS+△X2XK)/A I I)) When p2=o, Fs+△X2XK+Ps22×
Δ1=P 1xA 2, therefore ps22 = A 2/Δ
1Xpl-(FS+ΔX 2xK) /A IC)A2
<A1, so Ps22 <Ps21, Ps2w-Ps
21-Ps22 = (1-A 2/A I) XP
1. Therefore, the solenoid pressure s pressure changes from ps21 to Ps22
PS4rP1 can be decreased to O while p s2w decreases to . 2) In the case of the 17th plan, the solenoid valve 76 is ON, so ps=o, P3=P1, F2-0, F1=Fs+△X
3XK, F 2 = P IXA 2, therefore Fl < 30
- Set Fs, K, P1, and A1 so that E2 is achieved. The lock-up clutch is turned on when the lensoid valve 16 is 0FFtj, and the lock-up clutch is turned on when the lensoid is turned on, which is the same as before, but the lock-up clutch is turned on when the lock-up clutch is turned on.
[:E~When turning on the lock-up clutch, the solenoid is not simply turned OFF~F.
Engagement of the lock-up clutch is adjusted by setting F-Tee increase to ON. [1 push up clutch O[
:[~In the case of ON, as shown in FIG. 12, by giving a signal to the solenoid valve 76 such that the ON time gradually increases within a certain period, the first
A pressure (solenoid pressure) PS as shown in FIG. 3 is generated in the solenoid i11+ path 4a. The valve spool 73 is controlled by this solenoid pressure ps, and the release pressure P2 of the lock-up clutch releasing side oil passage 8 and the supply of the lock-up clutch engaging side oil passage 9 [1E P 3 are shown in FIG. It changes as shown. Here, the decote ratio O% (PS = P1) ~ d1% (ps
In the range of = psl >, the valve is controlled within the range of A to B in Fig. 17. Decor tea d1% (
In the range of Ps=Psl) to d21% (PS-ps21), the valve is controlled within the range B-C in FIG. Duty -621% (Ps = Ps21
) to d22% (Ps = Ps22), the 17th
The valves are rolled in the range shown in Figures C to D. Decorating tea 622% (Ps = Ps22) ~ 100
% (Ps = O), the state shown in Figure 17 is obtained. The configuration of the second embodiment shown in FIG. 16 is such that the valve spool is divided into two parts. In the configuration of the third embodiment, high precision is required for the concentricity of the stepped portion of the valve, but by dividing the valve into two parts as in this embodiment, problems such as concentricity can be solved. The structure of the first embodiment shown in FIG. 15 is such that springs are arranged on both sides of the valve spool. This increases the degree of freedom of the spring and facilitates installation g1. Note that the first to third embodiments shown in FIGS. 1jj to 17
In the embodiment, "1" of the boat 713 is connected to the intermediate land 73.
The reason why the width is wider than the width of B so that the oil passage 4 and both the oil passages 8 and 9 temporarily communicate with each other when the spool 73 moves is not shown in FIG. 18B. It is a good idea to prevent the oil passage 4, both the oil passage 8 and the oil passage 9 from being temporarily cut off, and to maintain the hydraulic pressure in the fluid coupling at a high level to prevent the occurrence of cavitation. , duty
This is for the purpose of smoother switching of connecting oil paths by control. Therefore, even if the lock-up control valve 71 is used as shown in FIG. 18, it is possible to smoothly engage or disengage the direct coupling clutch by duty control. Fig. 19 is shown in Fig. 2, and includes the hydraulic control device (J), including the electromagnetic solenoid valve 76 of the lock-up clutch control mechanism 70, the reduction ratio It, and the electromagnetic solenoid valve 84 for upshifting and the downshifting of the II control machine 4M80. The configuration of the electric control circuit 9 ( ) that controls the shift electromagnetic solenoid valve 85 is shown.
902 is a rotation speed sensor that detects the rotational speed of the input pulley △, 903 is a vehicle speed sensor, and 904 is a sensor that detects the opening of the engine throttle. S1: 1 liter sensor, 9
05 is a speed detection processing circuit that converts the output of the rotational speed sensor 902 into voltage, 90G is a vehicle speed horizontal circuit that converts the output of the vehicle speed sensor 903 into voltage, and 907 is a slot i that converts the output of the throttle sensor 904 into voltage. - Le opening detection processing circuit, 908 to 911 are input interfaces for each sensor, 912 is a central processing unit (CPtJ), 913
914 is a read-on memory (ROM) that stores programs to control the electromagnetic solenoid valves 76, 84, and 85 and data necessary for control, and 914 is a random access memory that temporarily stores input data and parameters necessary for control. Memory (RAM), 915 is a clock, 916 is an output interface, 917 is a solenoid output driver, which is an electromagnetic solenoid valve 85 for downshifting the output of the output interface 91G, an upshift electromagnetic solenoid valve 84, and shift 1 to control solenoid. 74
change to the operating output. Input interface 908-9
11 and CPU912, ROM913, RAM914,
Data bus 91 is connected to the interface 916.
8 and an address bus 919. Next, the operations of the lock-up controller 4M70J and the reduction ratio control tI1 mechanism 80 controlled by the electric control circuit 90 are shown in FIGS. 20 to 30. In this embodiment, an example is shown in which the electric control circuit 90 controls the input rotational speed N so as to obtain the best fuel efficiency at each throttle opening e. The reduction ratio control mechanism 80 controls the increase/decrease of the gear ratio between the input and output pulleys by comparing the best fuel efficiency manual rotation speed shown in FIG. 20 with the actual input pulley rotation speed. Two electromagnetic solenoid valves 84 are installed in the mechanism 80.
and 85, so that the actual input pulley rotation speed matches the best fuel efficiency manual pulley rotation speed. FIG. 21 shows the overall flowchart of the input pulley rotation speed control. After reading 921 of the throttle angle θ using the J0 slot l~relenser 904, the shift 1~
The lever switch 901 performs a determination 922 between shift 1 and lever 1. As a result of the determination, if the jinomy lever is in the P position or (or N position), the P position and N position processing 93 shown in FIG.
The electromagnetic solenoid valves 84 and 85 are activated by the 0 subroutine.
931), and turn P or N state to R.
Store it in AM914. (932) As a result, input pulley A is brought into a neutral state. As shown in Fig. 12, the lock-up controller 1-roll has lh+nM"(0-1, 2,
This is done by applying a pulse, represented by 3...>, whose width gradually increases, to the electromagnetic solenoid valve 76 of the lock-up control I mechanism 70 shown in FIGS. 15 to 17. By duty-controlling the electromagnetic solenoid valve 76, a hydraulic pressure PS is generated in the left end oil chamber 78 of the lock-up control valve 71 in accordance with the decoupage. FIG. 23 shows a program flowchart when control is performed using each parameter 1 of the waveform diagram shown in FIG. FLUG is determined 941, and if processing is in progress, the processing is continued; if processing is not in progress, shift 1 to lever switch 901 is used to move from 1] position or N position to N position.
Determination 942 of whether there is a change in the position and determination 943 of the presence or absence of a change from the N position to the D position are performed, and if any change has occurred, the corresponding k, 1, M' (7
) Set each parameter 944 or 945, and turn on the PLUG, which indicates that lock-up control processing is to be performed (955). If no change has occurred, the process returns and no lockup control processing is performed. The lock-up control determines the end of one cycle K (determines whether the parameter K is a positive value or not 946, and if K is not a positive value, sets K to , L to L-M, and L to 1). 947), L is 0
Determine whether it is 1x lower or not 948, and if L is 0 or less, FLU
GOFF 949 and return. 37- In this case, L≦0 and turning PLUG off indicates that the roll process to all lockup computers 1 has been completed. In determination 946, when the parameter K for determining the end of one cycle K is a positive value, K
-1 should be set as K 950), 1 in determination 948
Determination 95 of whether the parameter L that determines the end of the ON time in one cycle K is L=O, as well as the case where −≦O is not the case.
Do 1. When L=0, solenoid valve 74 is OFF.
Issue command 952, and when L is other than 0, solenoid valve 7
After issuing the ON command 953 of 4, set L-1 to L.
954), returns. Similar lock-up control processing can also be performed using a programmable timer shown at 920 in FIG. Following the lock-up control process 950, the actual input boom rotation speed N is read 923 using the input boom rotation speed sensor 902. Next, it is determined 924 whether the throttle opening e is 0 or not, and when θ-0, the throttle opening e shown in FIG. 17 is determined according to the subroutine shown in FIG. In order to set 960 the best fuel efficiency manual pulley rotation speed corresponding to 960, set 961 the storage address of the input pulley rotation speed N data corresponding to the throttle opening, and read the data in A from the set address. 962) Read The stored N data is temporarily stored in the data storage RAM 914 (963). Next, a comparison 927 is made between the actual input pulley rotation speed N and the best fuel efficiency manual pulley rotation speed N. When N<N, an operation command 928 for upshift 1 to electromagnetic solenoid valve 84 is issued, and when N>N, downshift is performed. ]・Electromagnetic solenoid valve 85
When N=V, an OFF command 920 for both electromagnetic solenoid valves 84 and 85 is issued. O
-0 and when the throttle I- is fully closed, it is determined whether the shift 1~lever is connected to the [ ] position or set to the L position in order to determine the necessity of engine braking 926
and apply engine braking control n970 or 980 as necessary. The engine brake processing 970 at position D is performed by reading the vehicle speed V 97 using the vehicle speed sensor 903, as shown in FIG.
1 and calculates the acceleration @ at that time (972), then it is determined (973) whether or not the acceleration @ is an appropriate acceleration A for the vehicle speed. ■〉When A, set N to a value larger than N to perform downshift control 974, return, and @
When ≦A, the best fuel efficiency manual pulley rotation speed N corresponding to the throttle opening θ is set to N (<975), and then the process returns. The relationship between vehicle speed and appropriate acceleration A is determined by experiment or four tests for each vehicle.
This is shown in the graph of FIG. In the engine brake processing 980 for the 1-position, as shown in FIG. 27, after reading 981 the vehicle speed V, an operation is performed to calculate the 1-luke ratio T from the vehicle speed V and the input pulley rotation speed N using the following formula. . (9a2) T=N/Vxk1 where I
X is a constant determined from the reduction ratio of the reduction gear mechanism 500 inside the transmission, the final reduction ratio of the vehicle, the tie V radius, etc. Next, it is determined whether the current l/lux ratio]- is safe and appropriate for the vehicle speed V, 13, and is larger than the torque ratio 1' at which engine braking can be obtained.983
When T < T, N is set 984 to a value larger than N so that downshifting is performed, and when T≧T, N is set 985 to a value equal to N, and the process returns. The torque ratio of 1- to 1-2, which provides safe and appropriate engine braking for each vehicle speed, can be determined by experiment or
It is obtained by calculation, and is shown in the graph of FIG. Next, the operation of the reduction ratio control mechanism 80 will be explained with reference to FIG. 29. When the vehicle is running at a constant speed, the electromagnetic solenoid valves 84 and 85 controlled by the output of the electric control circuit 90 are turned off, as shown in FIG. As a result, the oil pressure Pd in the oil chamber 816 becomes the line pressure, and the oil pressure pu in the oil chamber 815 also becomes the line pressure when the spool 812 is on the right side in the figure. 41- Since the spool 812 has a pressing force PS3 due to the spring load of the spring 811, the spool 8 is moved to the left in the figure.
12 is moved to the left, and the oil chamber 815 is communicated with the drain 1-813 via the oil passage 2A and the oil chamber 810, and pu is exhausted, so that the spool 812 is moved to the oil pressure P of the oil chamber 816.
It is moved to the right in the figure by d. When spool 812 is moved to the right, drain port 813 is closed. Therefore, in this case, the drain boat 813 of the land 812B of the spool 812 is provided with a flat plane (tapered) 812b at the thread edge.
It becomes possible to maintain the spool 812 in a more stable state at an equilibrium point at an intermediate position as shown in FIG. 29. As shown in FIG. 29, when the oil passage 1b is maintained at the intermediate equilibrium point, the oil passage 1b is closed, and the input pulley 520
The hydraulic pressure of the hydraulic servo 530 is determined by the line pressure applied to the hydraulic servo 570 of the output pulley 560.
-112, and as a result balances the oil pressure of the hydraulic servo 570. 42-Actually, since there is oil leakage also in the oil passage 11, the input pulley 520 is gradually expanded, and the torque ratio (2) changes in the direction of increasing. Therefore, at the position where the spool 812 is balanced as shown in FIG. (Tapered surface) 812a is installed (J, to compensate for oil leakage in the oil passage 1b. Furthermore, drain boat 814 of land 812A is flat at the threaded edge (Dever surface) 812C is installed.
This makes it possible to smooth transitions such as the rise of oil pressure changes in the oil passage 1b. In this case, line pressure leakage is
Only the pressure oil discharged from the drain 1-813 via the Δ refit 82 leaks from only one location. As shown in FIG. 29B, the upshift electromagnetic solenoid valve 84 is turned on by the output of the electric control circuit 90. As a result, the oil chamber 815 is depressurized, so the spool 81
2 is moved to the right in the figure, the spring 811 is compressed, and the spool 812 is set to the right end in the figure. In this state, the line pressure of the oil passage 1a is supplied to the oil passage 1b via the boat 818, so the oil pressure of the hydraulic servo 313 increases by one step, and the input 1-reel 520 operates in the direction of closing, and Ratio 1 (decreases. Therefore, solenoid valve 8
By controlling the ON time of 4 as necessary, the upshift is performed by reducing the desired j~lux ratio. f) At the time of OWN-81-11FT, as shown in FIG. 29C, the solenoid valve 85 is turned on by the output of the electric control circuit 90, and the oil chamber 816 is extracted. The spool 812 is rapidly moved to the right in the figure by the line pressure of the spring WJ heavy oil chamber 815 caused by the spring 811, the oil passage 1b is communicated with the drain boat 813, and the pressure is discharged, and the input pulley 520 is quickly expanded. The torque ratio T increases as the torque ratio T increases. Solenoid valve 8 like this! )
By controlling the ON time of , the torque ratio is increased and a downshift is performed. In this way, the hydraulic servo 530 of the input (drive side) pulley 520 is supplied with the output hydraulic pressure of the reduction ratio control valve 81.
Hydraulic servo 510 of pulley 560 (trimming side)
Line pressure is led to the input pulley 520, and if the oil pressure of the input pulley 520 - Pi 530 is the oil pressure PO of the hydraulic servo 570 of the Pi1 output pulley 560, then P07/P1 is the torque ratio T as shown in Fig. 30. It has characteristics as shown in the graph, for example, throttle opening e-50%, torque ratio T=1
．． 5 (point a in the figure) and then release the accelerator to set θ to -30%.If po/Pi is maintained as it is, the driving shown at point in the figure with torque ratio T = 0.87 will occur. conversely, when maintaining the state of i~luke ratio T=1.5, the reduction ratio control mechanism 80 controls the input pulley.
The value of po/pi is increased by the output of and changed to the value at point C in the figure. In this way, by controlling the value of po /p+ as necessary, it is possible to set a desired torque ratio in response to all load conditions. 45- As described above, the direct coupling clutch control mechanism of the automatic transmission of the present invention engages and disengages the direct coupled clutch provided in the fluid coupling according to the input oil pressure, such as the electric control circuit that outputs according to the vehicle running conditions. Therefore, in a direct coupling clutch control mechanism of an automatic transmission consisting of a lockup control valve that switches the flow direction of hydraulic oil supplied to the fluid coupling, and an electromagnetic solenoid valve that is controlled by the electric control circuit and controls the lockup control valve, When switching between clutch engagement and disengagement, the electric control circuit rolls the electromagnetic solenoid valve to duty control 1, thereby smoothly switching the flow direction of the hydraulic fluid supplied to the fluid coupling of the lock-up control valve, thereby preventing lock-up. It is possible to reduce the shock of lock-up clutch engagement by adjusting the lock-up clutch engagement pressure and lock-up clutch release pressure when the clutch is engaged. It goes without saying that the present invention can also be applied to automatic transmissions with lock-up clutches other than continuously variable automatic transmissions.

[Brief explanation of drawings]

Fig. 1 is a sectional view of a continuously variable automatic transmission for vehicles, Fig. 2 is a circuit diagram of its hl + pressure control 2II device, Fig. 3 is a graph showing the output oil pressure IIi of the reduction ratio control valve, and Fig. 4 is Graphs showing the pressure characteristics of the second throttle valve output by the throttle valve, Figures 5 and 6 are graphs showing the characteristics of the first throttle pressure output by the throttle valve. , Fig. 7 shows the low modulator pressure output by the low modulator valve, Fig. 8 is a graph showing the hydraulic pressure 111 generated in the oil passage 2, Fig. 9, Fig. 1(), Fig. 11. In the figure, the pressure regulating valve outputs -4
Fig. 12 is a decoatee control waveform diagram, Fig. 13 is a graph showing the characteristics of solenoid pressure ps, and Fig. 14 is a release pressure P2 and engagement pressure supplied to the lock-up clutch. Graph showing the characteristics of P3, Fig. 15, [3. Made by til1 organization! II explanatory diagram, Fig. 17 AX+3, C11) is an explanatory diagram of the operation of the J pull-up control mechanism of the third embodiment; Fig. 19 is a block diagram of the electric control circuit, Fig. 20 shows the best fuel consumption manual pulley rotation speed (Rigler), i21 Fig. 22
Figures 23, 24, 25, and 27 (for explanation of operation) [] - chart, Figure 26 is a graph of width velocity and acceleration, Figure 28 (j, A characteristic graph of vehicle speed and 1~luke ratio ■-, Fig. 29 is an explanatory diagram of the operation of the reduction ratio control mechanism, and Fig. 30 is a graph for explaining the operation of. Valve, 40... Throttle valve,
50... Reduction ratio detection valve O5 0 -0> αGo (ku○ 455- Shishikado Q O -456- Ku-3, 457-

Claims (1)

[Claims] 1) an electric control circuit that outputs an output in response to vehicle running conditions;
a one-cock up control valve that switches the flow direction of hydraulic oil supplied to the fluid coupling in order to engage and release a direct coupling clutch provided in the fluid coupling according to input oil pressure; and the lock-up control valve that is controlled by the electric control circuit. In the direct coupling clutch control mechanism of an automatic transmission consisting of an electromagnetic solenoid valve that controls A direct clutch control mechanism for an automatic transmission, which is characterized by smoothly switching the flow direction of hydraulic oil supplied to the automatic transmission. 2) An electric control circuit that outputs an output according to vehicle running conditions, and a lock-up control that switches the direction of flow of hydraulic oil supplied to the fluid coupling to engage and release the direct clutch provided in the fluid coupling according to the input oil pressure. and an electromagnetic solenoid valve that is controlled by the electric control circuit and controls the lock-up control valve, in which: 1) the pull-up control valve is configured to release the lock-up clutch between the hydraulic source and the lock-up control valve; a first setting position in which the oil pressure source communicates with the direct coupling clutch engagement oil passage; and a second setting position in which the hydraulic pressure source and the direct coupling clutch engagement oil passage communicate with each other; 3rd line connecting both oil passages
The electric control circuit rolls the electromagnetic solenoid valve from duty control 1 to 1 when the direct coupling clutch is switched between engagement and disengagement, thereby smoothly switching the flow direction of the hydraulic oil supplied to the fluid coupling of the lock-up control valve. A direct clutch control mechanism for an automatic transmission, which is characterized by the following: 3) In the lock-up control valve, two spring loads (=J) are applied to the spring from one side, a solenoid pressure ps controlled by the electromagnetic solenoid valve is applied from the one side, and a direct clutch disintegration is applied from the other side. A large-diameter land to which oil pressure P2 of the oil passage is applied, a small-diameter land to which oil Lf of pressure oil supply oil passage 4 to the lock-up control crane 0 valve is applied, and pressure oil to the lock-up control valve ARA 1. It is equipped with a spool having a supply oil passage and an intermediate land for switching communication between the direct coupling clutch release side oil passage and the direct coupling clutch engagement oil passage, and the bow 1-Ill communicating with the oil passage 4 is connected to the intermediate land 11J. It is larger and is characterized in that the pressure oil supply oil passage to the toggle lock-up control valve with the spool in the intermediate position communicates with both the direct coupling clutch release side oil passage and the direct coupling clutch engagement side oil passage. A direct clutch control mechanism for an automatic transmission according to claim 1 or 2. 4) The direct coupling clutch control il+ mechanism for an automatic transmission according to claim 3, wherein the spool is divided into a large diameter land portion and an intermediate and small diameter land portion. 5) A direct coupling clutch control mechanism for an automatic transmission according to claim 3 or 4, characterized in that a spring is attached to the small-diameter land portion, and a spring load Φ is applied to the spool from the other side. .