JPS59208262A - Control device for direct coupling of torque converter in automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To reduce the fuel consumption in the actual usage by controlling the coupling force of a direct coupling clutch in proportion to the output indicator from an engine output sensor. CONSTITUTION:First throttle valve Vt1 and second throttle valve Vt2 are provided as an engine output sensor, and moreover, a control means Dc is provided which controls the actuation of a direct coupling clutch Cd and comprises four valves 150, 160, 170, 180 and a variable pressure regulating poppet valve 190. First and second throttle pressures Pt1, Pt2 which are outputted indices from the throttle valve Vt1 and throttle valve Vt2 are fed to the control means Dc in order to control the coupling force of the direct coupling clutch Cd in proportion to the first and second throttle pressures Pt1, Pt2. In this manner, as the coupling force of the direct coupling clutch Cd in high speed cruising mode and acceleration mode so that the torque converter can be locked up, the fuel consumption in the actual usage can be reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a direct-coupled control device for a torque converter in an automatic transmission for a vehicle, and more particularly to a hydraulic torque converter/...-Evening person 1. The present invention relates to a direct-coupling control device for a ζ torque converter in which the operation of a direct-coupling clutch capable of mechanically engaging or locking up all output members is controlled based on an index proportional to engine output.

Generally speaking, vehicles equipped with a hydraulic torque converter are easy to handle, but it has been pointed out that fuel consumption increases due to fluid lubrication loss in the torque converter. Therefore, in high-speed, high-rpm operating ranges where the torque converter's torque amplification ability is no longer expected, the torque converter is fully directly connected, that is, locked up. As a means to expand this lock-up driving range to a low-speed range where the torque amplification function can be fully expected depending on the throttle opening, the applicant has developed a system that controls and maintains the lock-up engagement force at a level proportional to the vehicle speed. We are proposing a method to do so. According to this,
When the throttle pedal is depressed and engine torque that exceeds the engagement force at that time is applied to the direct clutch,
If the direct coupling clutch is slipped and power is also applied to the torque converter, a "variable power split" will occur, which will reduce power performance, which has often been a problem when locking up the torque converter at medium and low speeds. This makes it possible to completely reduce practical fuel consumption while preventing deterioration in terms of marketability such as noise, vibration, and noise.

On the other hand, as vehicle bodies become lighter, engine output improves, and transmissions become more multi-stage, it becomes possible to obtain satisfactory power performance without having to rely on the torque converter's torque amplification function as much. become.

In that case, the advantages obtained by sliding the torque converter are mainly that vibration and noise can be maintained at the level of the existing torque converter in the vehicle, and that the torque amplification function can be used. is no longer that much of an advantage. In particular, for small and popular cars that have strong demands on fuel efficiency, in order to maximize the fuel efficiency improvement effect, it is necessary to use the lock amplifier of the torque converter only in the driving range where vibrations and unpleasant screeching noises occur. It is desirable to use the full engagement force to allow slippage, but in other areas to lock up with sufficient engagement force to improve power transmission efficiency.

``Misfire'' was made in consideration of these circumstances, and while vibration and squeaking noise are likely to be problems, this method weakens the engagement of the direct coupling clutch when cruising at low speeds, but these problems become more apparent. To provide a direct-coupled control device for a torque converter in an automatic transmission for a vehicle, which locks and amps the torque converter by sufficiently increasing the engagement force during high-speed cruising when the engine is not moving or when accelerating when the engine noise becomes large, thereby reducing practical fuel consumption. This is the entire purpose.

The gist of the present invention is to provide a hydraulic torque converter having an input member and an output member; and a hydraulic direct coupling clutch provided between these input and output members and operable to mechanically engage both members. and; an engine output detector that outputs an index proportional to engine output; It means having the means.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. First, in FIG. Torque converter T1 auxiliary transmission M1 differential gear Df is sequentially transmitted to drive wheels w, w' to drive these.

1~ Lukcombark T consists of a pump impeller 2 connected to a crankshaft 1, a turbine blade q'C3 connected to a human power scale j5 of an auxiliary transmission M, and a stake shaft supported on an input shaft 5 so as to be relatively rotatable. The stator wheel 4 is connected to the stator wheel 4 via a one-sided clutch 7. The torque transmitted from the crankshaft 1 to the pump wheel 2 is hydrodynamically transmitted to the turbine wheel 3, and when the torque is amplified during this time, the upper stake blade 4 acts as a reaction force. bear the burden.

At the right end of the pump impeller 2 are the hydraulic pump P shown in Fig. 2 and the driving bong 7'! A toy motor vehicle 8 is provided, and a stator arm 4b for controlling the regulator valve yr shown in FIG. 2 is fixedly attached to the right end of the first stator shaft 4a.

Between the pump impeller 2 and the turbine impeller 3, there is provided a direct coupling clutch CD of a mouth-to-ra type that can mechanically connect all of them. Referring to FIGS. 2 and 3, this will be explained in detail. To the inner peripheral wall 7a of the pump impeller 2, an annular driving member 10 having a pivoting conical surface 9 on the inner periphery is fixed. Further, the inner circumferential wall 3 of the turbine impeller 3. IIK has the above-mentioned on the outer periphery,
A driven portion 12 having a driven conical surface 11 parallel to (facing) the driving circular gong surface 9 is fitted with a tin line so as to be slidable in the axial direction.

A piston 13 is integrally formed at one end of this driven member 12. This piston 713 is slidably connected to a hydraulic cylinder 14 provided on the inner circumferential wall 3a of the turbine impeller 3, and the internal pressure of the cylinder 14 is adjusted to the torque converter T. The internal pressure is received on both the left and right end surfaces at the same time.

A cylindrical clutch roller 15 is interposed between the driving and driven conical surfaces 9 and 11, and as shown in FIG.
Generating line g of virtual conical surface IC (Fig. 21) passing through the center of 1
The annular retainer 16 is tilted at a constant angle θ with respect to
It is retained by the user.

Therefore, when the torque amplification function of the torque converter T is no longer necessary, if a hydraulic pressure higher than the internal pressure of the torque converter T is applied to the hydraulic cylinder 14, the piston 1
The third driven part 12 is pushed toward the first driving part 10. With this, Shikura no Tiroshi 15 has both circles and blood 9
, 11.

When the row drive member 10 is completely rotated in the X direction in FIG. 3 with respect to the driven member 12 due to the output torque of the engine E,
Along with this, the clutch roller 15 rotates, but since the center 11 of the clutch roller 15 is inclined as described above, the rotation causes both the Q members 10.
2 to bring these total pressures close to each other! 11
Gives displacement in one direction. As a result, the clutch roller 15 bites between the inner conical surfaces 9, 11 and is mechanically coupled between the two members 10, 12, that is, between the pump wheel 2 and the turbine wheel 3. Even during such operation of the direct coupling clutch CD, if the output torque of the engine exceeds the coupling force and is applied between the two wing wheels 2.3, the clutch roller 15 is moved to each conical surface 9,
11, the above torque is divided into two,
Part of the torque is transmitted mechanically via the direct coupling clutch Cd, and the remaining torque is transmitted hydrodynamically via the two winged wheels 2 and 3, and the ratio of the former torque to the latter torque is A variable rate power split system that changes depending on the degree of slippage of the clutch roller 15 is formed.

When the direct coupling clutch Cd is in the operating state 2, the rotational speed of the torque converter is greater than the rotational speed of the driving member 10, so the driving member 10 relatively rotates in the Y direction with respect to the driven member 12. As a result, the clasotro roller 15 rotates in the opposite direction to the previous rotation, and applies a relative axial displacement to the two parts 110 and 12 so as to separate them from each other. As a result, Kushiso Tirora 15 is both yen 1ffl
It was released from the 1st push between j9 and 11, and it became idle. Therefore, from Tahin wheel 3 pump 'J:, g
Reverse loading of 2 out of the can is done only hydrodynamically.

? t+1 pressure/The cylinder 14 hydraulic pressure is released by the piston 7.
Since the internal pressure of the 13U torque converter T is received and the direct coupling clutch CD is moved back to its original position, it becomes inactive.

As shown in Figure 1, the outputs of the auxiliary transmissions M that are subordinate to each other are 'I'lfl b 961Nj K are the outputs of the low gear train G4, the middle gear train G2, the high gear train G3, and reverse The gear train Gr is provided in parallel. Low speed gear train G.

is connected to the input shaft 5 via a low gear clutch C1 (i1') as a starting gear engagement element. teeth,
The drive gear 19 is connected to the input shaft 5 via a 9-speed clutch C2k, and the driven gear 20 is connected to the output shaft 6 via a switching clutch C5 and meshes with the gear 19. The stage gear train G3 is composed of an input gear 21 fixed to the input shaft 5, and a driven gear 22 connected to the output i+Njs via a high speed clutch C3.
! The reverse gear train Gr includes a driving gear 23 formed integrally with the driving gear 19 of the intermediate stage gear train G2, and a driven gear 24 connected to the output shaft 6 via the switching clutch CS.
It is composed of an idle gear 25 that meshes with both gears 23 and 24. The switching clutch CS is connected to the driven gear 2.
0.24, and when the selector sleeve 26 of the clutch C3 is moved to the forward position on the left or the reverse position on the right in the figure, the driven gear 20.24 is selectively connected to the output shaft 6. Can be connected.

Therefore, when the selector sleeve 26 is held in the forward position as shown in the figure and is extended, if only the low gear clutch itself is engaged, the first drive gear 17 is connected to the input shaft 5 and the low gear train is connected. G1 is established, and this gear train G, 7. Torque is transmitted from input #1115 to output East i+6 via L-. Next, if the low speed clutch C1 is disconnected and the middle speed clutch C2'x is connected, 1, the driving float 19 is powered by human power! A middle-speed gear train G2 is established by connecting to
Torque is transmitted to 6. Also, disconnect the low speed clutch CI and the middle speed clutch C2km, and connect the high speed clutch C3.The output of the driven gear 22 is ii! 1l
A high-speed gear train G3 is established by being connected to I6, and torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train G2. Next, by switching the selector sleeve 26 to the right reverse position and connecting only the middle gear clutch C2, the driving gear 23 is connected to the input shaft 5, the driven gear 24 is connected to the output shaft 6, and the reverse gear is connected. A train Gr is established, and this gear train G
Torque is transmitted from the input shaft 5 to the output shaft 6 via RF.

The torque transmitted from the output shaft 6 is transmitted from the output gear 27 provided at the end of the shaft 6 to the large diameter gear 28 of the differential device Df.

In FIG. 2, a hydraulic pump P sucks up oil from an oil tank R and pumps it into a hydraulic oil passage 29. After this pressure oil is regulated to a predetermined pressure by a reculator valve Vr, it is sent to a manual valve Vm as a manual switching valve. This oil pressure is called line pressure PL.

The reculake valve yr has a pressure regulating spring 30 and a spring receiver 31 that supports the outer end of the spring receiver 31, and the spring receiver 31 can move left and right to adjust the entire set load of the pressure regulating spring 30. . The stator arm 4b is in contact with the outer surface of the spring receiver 31 so as to apply a reaction force acting on the stator wheel 4, that is, a stator reaction force. Stator spring 3 supporting the
2 is connected. Therefore, when the stator reaction force Jji becomes large, the stator spring 32 is compressed, and accordingly the spring receiver hs) 31 moves to the left to increase the set load of the pressure regulating spring 30, and as a result, the hydraulic oil passage The line pressure Pt of No. 29 is increased.

A part of the pressure oil whose pressure is regulated by the regulator valve vr passes through an inlet oil passage 34 having a restrictor 33 to the Dorkuco/'Harta T.
The internal pressure is increased by the size of the throttle 33 and the spring 37 of the check valve 36 provided in the outlet oil passage 35 of the torque converter T. It is determined by the strength etc.

The oil that has passed through the check valve 36 returns to the oil tank R via the oil cooler 56.

The surplus of pressure oil discharged from the hydraulic pump P is guided through the regulator valve yr to the lubricating oil passage 38 and sent to the lubricating parts of each part of t1, but in order to secure the minimum necessary oil pressure at this time, the pressure regulating valve 39 is used. is connected to the lubricating oil path 38.

Pressure oil sent to the manual valve Vm, when the valve vm is in the neutral position (N) shown in the figure, the clutches C1, C2,
It is not sent to C3 or any of the other various hydraulically operated parts. Therefore, all three clutches C0, C2, and C3 are disengaged, and the torque of the engine E is applied to the wheels w.
, w' is not transmitted.

When the manual valve Vm moves from the illustrated position to one membrane pressure and is placed in the drive position 771, the hydraulic oil passage 29 from the hydraulic pump P communicates with the oil passages 43 and 118, and the one-way throttle valve 75 An oil passage 111 having a hydraulic oil passage 111 communicates with the hydraulic cylinder 408 of the low-speed clutch C1 and follows the hydraulic oil passage 41aK. Further, the oil passage 112 is cut off from the hydraulic oil passage 411 which leads to the hydraulic cylinder 40b of the middle speed clutch C2, and the oil passage 1
13a is also cut off from the extraction boat 114. Oil road 115
continues to communicate with boat 116. The hydraulic oil passage 43 is for shifting the selector sleeve 26 (
+j Pressure Bomomo 3 Connected to the spring chamber 42 of Ill + (B
j, The piston/44 of the former Zabomoke Snl remains in the left movement position shown in the diagram, and the shift fork 4
5, the selector sleeve 26 is held in the forward position shown in FIG. Therefore, the posterior tooth row G I'
(ri is placed in inactive state.

An input oil passage 46 connected to an input port of a governor valve Vg as a vehicle speed detector branches from the hydraulic oil passage 29, and a Vi first signal oil passage 47 extends from an output port of the valve vg.

The governor valve Vg is of a known type, and is rotated by a gear 48 that meshes with the large-diameter gear 28 of the differential device Df, 49 times and 9 times on its own rotation axis. Therefore, since its rotational speed is proportional to the vehicle speed, the governor valve Vg generates a hydraulic pressure proportional to the vehicle speed by the action of the centrifugal force acting on the waist 51 of the spool valve body 50, that is, the cabana pressure pgt indicated by the broken line in FIG. 1 signal can be output to the oil passage 47.

1, an oil passage 53 branches from the hydraulic oil passage 43, and this oil passage b3 is connected to the first throttle valve Vt□ via a modulator valve 54. The modulator valve 54 is a pressure reducing valve that is biased to close by a spring force and closed by the modulator pressure of the output capacitor 54a. stipulate.

The first throttle valve v1□ is of a known type, and includes a spool valve body 55, a control spring 58 that presses the valve body 55 to the left, a return spring 57 that presses the valve body 55 to the right, and a control spring 57 that presses the valve body 55 to the right. Restriction 1 piston 59 that supports the outer end of the spring 58, control side 1 cam 60 that rotates in conjunction with the increase in the opening of the throttle valve of the engine E and moves the ft71J control piston 59 to the left, and the set load of the return spring 57. It has adjustment bolts 61 and the like that can be adjusted. When the control piston 59 moves to the left, the displacement is transmitted to the spool valve body 55 via the control spring 58, which pushes it to the left. Push the spool valve body 55 all the way back to the right.
As a result, the first throttle valve V1. is the oil pressure proportional to the throttle valve rotation of Ennon E, 1.
In other words, the first throttle pressure P11 shown by the broken line in FIG. 5 is output to the second signal/lI circuit 52. In addition, system 6 [
]1 Rotation of the cam 60 in the counterclockwise direction 31 is a continuous trap for the oil passage 117 and the oil tank R to communicate with each other.
7.52 is the pilot hydraulic chamber 62a, ti2b at each end of the low-medium speed shift valve ■1 and the medium-high speed knot valve V2: 63
a and 63b, respectively. In this case, each of the spool valve bodies 64, 65 of the Zonoto valves V, V2 receives the governor pressure Pg and the first throttle pressure Pt1 on both end faces and is operated as follows.

That is, the spool valve body 64 of the low-medium speed shift valve 1 is initially held in the rightward position shown in the figure by the force of the spring 66, and therefore the closing mountain road 118 is connected to the hydraulic oil path via the 7-way road 111. 4
11, and the low speed clutch C1 is engaged under pressure.

Next, as the vehicle speed increases, the governor pressure Pg increases, and when the left power of the spool valve element 64 due to the governor pressure Pg hits the right power of the valve element 64 due to the gA1 throttle pressure pH and the spring 6G, the valve The click ball 68 that moves together with the valve body 64 in the click motion mechanism 67 provided at the right end of the body 64 passes over the fixed positioning protrusion 69.
The valve body 64 quickly switches to the left hand position. As a result, the sight oil passage 111 communicates with the drain oil passage 119, and the oil passage 118 communicates with the oil passage 70. The broken oil passage 70 is cut off from the drain oil passage 120. In this state, can the high-speed shift valve V2 be in the position shown in the figure? The vehicle J passes through the mountain road 113, and is roughly connected to the hydraulic oil passage 41b via the manual valve V ITI f. Therefore, hydraulic oil is supplied to the hydraulic nolinder 40b, and the middle speed clutch C2 is fully engaged under pressure. After that, the middle speed gear train G2 is established.

As the vehicle speed further increases, a similar effect occurs on the medium-high speed/foot valve 2, and the spool j+1 body 65 of the throttle valve v2 moves to the left due to the increasing governor pressure Pg, and the oil passage 111t
) The oil passage 70 is connected to the hydraulic oil passage 4IC leading to the oil pressure/cylinder 40C of the high-speed clutch C3, and - furthermore, the hydraulic oil passage 41C't) is isolated from the cylinder oil passage 123. do. Therefore, the engagement state of the middle speed clutch C2 is released and the n1 high speed clutch C3 is pressurized and engaged, thereby establishing the high speed gear train G3.

In order to relieve /yoke during gear shifting, each clutch C1,
Accumulators 72, 7 are hydraulically connected in parallel to C2 and C8.
3.74 is connected. 1- for Ushita drain oil passage 119
A two-orifice control valve 124 is provided, and the drain oil path 12
2 is provided with a 2-3 orifice control valve 125.

Back pressure chamber 77.78 of each accumulator 72, 73.74
．． 79, the second throttle pressure P12 from the second throttle valve Vt2 as an engine output detector is introduced through the entire oil passage 106. This second throttle valve Vt2 is inserted between the oil passage 105 branched from the oil passage 53 and the oil passage 106, and presses the spool valve body 107 and the valve body 107 to the left. 1j spring 108 and control flll
It includes a control piston 109 that fully supports the outer end of the spring 108, and a control cam 110 that rotates in conjunction with an increase in the throttle opening of the engine E and moves the control piston 109 to the left. When the brake 6111 piston 109 moves to the left, the displacement is transmitted to the spool valve body 107 via the brake j spring 108, and the spool valve body 107 moves to the left. Is it output to the oil passage 106 along with this leftward movement? Output is spool valve port = 10
7/-3) Acts on the left shoulder portion 1072 of the spool valve body 107 to push it back to the right. With this kind of operation, the second
The throttle valve Vt2 outputs a second throttle pressure P12 proportional to the throttle IEW of the engine E to the oil passage 106, as shown by the solid line in FIG. 5, to relieve the shift shock.

Manual valve v m 7,1 - When shifting to/from a shift position other than the drive position, for example, the middle speed holding position ■, the hydraulic oil passage 29 that leads the hydraulic oil from the hydraulic pump P is connected to the hydraulic oil passage 4ibK and the medium speed Only the gear clutch C2 is engaged, and the intermediate gear trains G, . Dimension manual valve V m f Low gear holding position I
When the shift is made to
022 and the oil tank RK through a communication hole 103 that communicates with the groove 102. Only the low gear clutch C1 is engaged and the low gear train G1 is established. When the vehicle is further shifted to the reverse position Re, the reverse gear train Gr is established. Incidentally, among the shift positions of the manual valve V111, Pk indicates the ζ-king position.

Now, the control means DC that controls the operation of the direct coupling clutch Cd
Continuing to explain the configuration of the control means Dcid with reference to FIG.
and poppet type variable pressure regulating valve 190.

The valve 150 has the function of temporarily releasing the lock-up during gear shifting and absorbing the gear shifting shock by the torque converter, and is located between the first switching position on the right and the second vertical switching position on the left. The spool valve port 151 that moves and the left side of this valve body 151☆I! , a first pilot hydraulic chamber 152 facing from one side, a second pilot hydraulic chamber 153 facing from the right end side of the valve body 151, and a spring 15 pressing the valve body 151 to the right side.
4 and rj, and the second hydraulic pressure chamber 153 has an oil passage 15 branched from the hydraulic oil passage 41b of the middle speed clutch C2.
The first pilot hydraulic chamber 152 is connected to the oil tank R and is 1 m long. A land 156 is placed on the outer periphery of the central portion of the valve body 151, and two annular grooves 157 are formed symmetrically between the lands 156 and 157.
158 is provided, and when the valve body 151 is in the first switching position as shown, an input oil passage 118' branched from the oil passage 118 communicates with an output oil passage 161 to the valve 160. This state does not change even when the valve body 151 is in the second position on the left, but when the valve body 151 is in the middle of moving between the first switching position and the second switching position, the output oil path 161 is temporarily cut off from the input oil passage 118',
It communicates with the oil passage 159 and is released into the oil tank R.

The valve body 151 also limits the second throttle pressure Pt2 and connects the oil passage 106' branched from the oil passage 106 and the oil passage 188 to the valve 180 into communication 1. It also has a blocking function 7C, and when the valve body 151 is in the first and second switching positions,
Both oil passages 106' and 188 are always in communication, but the valve body 1
51 is moved between the first and second switching positions, the oil passage 188 is isolated from the oil passage 106'.
, is released to the oil tank R via the oil passage 162.

Valve 160trJ: the output oil passage 161 and the oil passage 163
a spool valve body 164 that is provided between the valve body 164 and moves between a right closed position and a left open position;
The first pilot hydraulic chamber 165 facing the left end face of the valve body 1
The second pilot hydraulic chamber 166 faces the right end surface of the valve body 164, and the valve body 164 is opened (attached to 4+7). An oil passage 47' branched from the oil passage 47 is connected, and therefore the governor pressure Pg is supplied to the second pilot chamber 166.The first pilot oil pressure block 16
5 is in communication with the oil passage 163 through the entire throttle 1ε8,
As a result, a hydraulic pressure PL (see FIG. 4) which is increased by a constant amount of t=-Pg is outputted to the oil passage 163. In addition, the amount of elevation is the ratio f+11 to the spring force of the spring 167.
T. Measure the size. The valve 160 configured as C1 in this way is a square 170 that determines the magnitude of the engagement force of the target clutch Cd.
is a spool valve body 172 that is provided between an input oil passage 177 and an oil passage 171 that communicates with the hydraulic pressure/cylinder 14 of the direct coupling clutch Cd, and that moves between a closed position on the right and an open position on the left. , a first pilot hydraulic chamber 173 facing the left end surface of the valve body 172, a second pilot hydraulic chamber 174 facing the right end surface of the valve body 172, and a spring 175 that is attached when the valve body 172 is fully closed. . First pilot hydraulic chamber 173
is in communication with the oil tank RK, and the second pilot hydraulic chamber 174 is connected to the oil passage 106' via an oil passage 178 equipped with a restrictor 179.
connected to. This valve 170 closes as shown in the figure when the hydraulic pressure of the second pilot hydraulic chamber 174 and the spring force of the spring 175 are smaller, and the hydraulic pressure of the hydraulic nolinder 14 in the direct coupling clutch CD is transmitted through the oil passage 171 and the release boat 176. will be released. When the hydraulic pressure in the second pilot hydraulic chamber 174 hits the spring horn of the spring 175 and hits JJ, the valve body 172 moves to the left, the input oil passage 177 communicates with the oil passage 171, and the direct coupling clutch Cd operates.

In this way, the valve 170 value:, the throttle valve is
It is responsible for releasing the lock-up state of the direct connection Cd and Cd when the Cd is in the position.

The valve 1ε0 is a solenoid valve 1 as shown in the figure, which is inserted between the oil passage 188 and the oil passage 181 and serves as a manual ljj change means.
A spool valve body 182 that moves completely between the open position and the closed position, a spring 183 that urges the valve body 182 to open, and a spring force of the spring 183 when energized. 1) The lunoid 184 moves the valve body 182 to the closed position, and! The solenoid 184 includes a lettuce radish 185 in contact with the solenoid 184 . Switch 1135 is preferably (/
jIt is installed in the driver's seat and is closed by the driver's hand.

The oil passage 181 (bow 1, together with the output oil passage 163 of the valve 160, is connected to the 7-isleft square 189 as a selection switching means, and the high select valve 189 is connected to the oil passage 1B1, 1
The higher oil pressure among the 63 oil pressures is selected and applied exclusively to the input oil path 177 to the valve 170.

The variable pressure regulating valve 190 is interposed between an oil passage 191 connected to the second pilot hydraulic chamber 174 of the valve 170 and an oil passage 192 branched from the oil passage 47' that determines the pressure pg,
The sum of the governor pressure Pg and the spring force of the spring 193 causes the valve body 194 to
configured to close. This serves to variably regulate the pressure in the oil passage 191 based on changes in the force valve Pg. In order to assist this pressure regulating effect, the oil passage 1
A diaphragm 179 is provided between 78°191.

Next, to explain the operation of this embodiment, the control means D
In C, manual valve VITI is shifted to the dojib position.
Since it operates only when the vehicle is in the drive position, the operation when the vehicle is in the drive position is as follows: When the vehicle is running in this drive position, the oil passage 118 In other words, /lI circuit 118' and oil passage 1
The oil passage 163 is always in communication with 61, and the oil passage 163 has either the /l II pressure p L or the Kahana pressure P shown by the solid line in Fig. 4.
It is created following the example of g. This oil j soil P1 is valve 17
Direct MSi 1 latch Cd hydraulic pressure/renoder 14 through 0
Assume that the vehicle speed V is such that the internal pressure PT of the torque converter T and the hydraulic pressure PL are equal to each other, as shown in the chain j in FIG.

That’s it! I'J: 1F7.4 The piston 13 of the clutch CD moves to the right, the direct coupling clutch CCI engages, and the torque controller T is locked up. At this time, the lock-up holding force 1 is weaker as the vehicle speed becomes lower or lower, so by depressing the accelerator pedal, the direct coupling clutch C (I
A so-called "power split thread" is formed in which part of the power is transmitted mechanically through the direct coupling clutch CD and the remaining power is transmitted hydrodynamically through the torque converter Ti. The ratio is determined by the vehicle speed and throttle opening. This variable power division greatly contributes to reducing vibration and shrill noise in the low-speed operating range, which is likely to occur when the torque converter locks up.

This method is the same as that previously proposed by the applicant, but the significant improvement according to the present invention is that the second throttle pressure Pt2 is an index proportional to the engine output, that is, the output oil pressure of the second throttle valve Vt2. is the direct clutch Cd
It is involved in the operation of the system, and will be explained in detail next.

In FIG. 5 1/l2, the second throttle pressure Pt2 is the throttle opening θ. In the above, the internal pressure P of the torque converter T
When applying the second throttle pressure P12 to the hydraulic nolinder 14, the throttle opening degree θ is higher than T. In the above, the direct coupling clutch CD is engaged and the torque converter T is locked up. The thick peak of this engagement force reaches the second throttle pressure Pt2 or the line pressure P7 when the engine output increases, that is, the throttle opening θ increases, which increases as the throttle opening increases. Become. In fact, the oil pressure 9 and the second throttle pressure Pt2 are compared at the 7-ise shift valve 189, and the oil pressure whichever is larger is used to lock up or turn off.
The cohesive force becomes stronger as the speed inside the vehicle increases, and as the throttle opening becomes larger. FIG. 6 shows this insert.

In FIG. 6, the horizontal axis 4411 shows the vehicle speed, the vertical axis shows the throttle opening, and the strength of the lock-up engagement force is shown in equal proportions.When the throttle opening is less than θ and the vehicle speed is ■.

Below that, the lock-up of the torque converter/computer T is released and the throttle opening is 1.

At a vehicle speed of 71 or higher, the lock-up engagement force is strongest and constant. A straight line A shown as a solid line indicates the throttle opening at which the lock-up is released, and this means that the lock amplifier is released due to the action of the valve 170 at the idle opening of the throttle valve. In addition, the broken lines C and D indicate the low-medium speed shift valve V and the A-high speed/
The shift line created by the operation of the foot valve (2) separates three operating ranges: low gear, middle gear, and high gear.

Straight line B shown as a solid line in Fig. 6 means that the lock amplifier is released below the set vehicle speed of the low gear in order to completely prevent the engine from stopping (so-called engine stalling). By the action of valves 190 and 170, the following is created. In other words, if the spring force of the spring 193 of the valve 190 is set so that the valve 190 opens at a sufficiently lower pressure than the spring force of the spring 175 of the valve 170, then while the vehicle speed is lower than line B, In,
Even if the pressure in the oil passage 188 is restored by depressing the throttle pedal, the pressure in the oil passage 191 is controlled to a level below which causes the valve body 172 of the valve 170 to move completely to the left, so no lock-up occurs. Furthermore, when the vehicle speed exceeds line B, the upper limit pressure of the oil passage 191 that can be regulated by the valve 190 is -170, which is the value of the valve body 17.
When the magnitude V'c is large enough to move the second throttle to the left, by depressing the throttle pedal, the second throttle Pt2 is increased and the second throttle is locked up.

In this way, even with a large throttle opening at low speeds, the lock-up retention force is strengthened, making it possible to reduce practical fuel consumption.However, the power performance slightly decreases in mJ. Therefore, when you want high power performance, for example when the vehicle is fully loaded with luggage or when traveling through mountainous areas, all you have to do is close the switch 185 in the transfer seat and close the valve 180. , second throttle pressure PL,y
): You can avoid being involved in o-tukup,
It is convenient because the torque amplification function can be fully restored.

In the above embodiments, all examples have been shown in which the second throttle pressure Pt2 is directly led to the hydraulic cylinder 14, but according to this method,
Since it is necessary to once introduce the second throttle pressure Pt2 to the valve 150 and release it at the time of shifting, the configuration of the valve 150 becomes complicated. Therefore, an embodiment in which the structure of the valve 150 is completely simplified will be described below.

FIG. 7 shows the configuration of the control means of another embodiment of the present invention, and the valve 180 is omitted for the sake of simplifying the explanation. In this embodiment, the second throttle pressure Pt2 is
0 to the second pilot hydraulic chamber 174, and the valve 15
Instead of the valve 150', a valve 150' having only the function of communicating and disconnecting the oil passage 118' and the oil passage 161 is used. valve 160
The second pilot hydraulic chamber i & 6 VC is connected to the high select valve 189, f'L, this high select valve).
Connected to the input side of the throttle valve 189 are an oil passage 52' branched from an oil passage 52 (see FIG. 2) which leads the entire first throttle pressure Pt1, and an oil passage 47' which leads the governor pressure pg. Therefore, the higher of the first throttle pressure PII and the governor pressure Pg is introduced into the second pilot hydraulic chamber 16611'. Ru. This is because, as shown in Fig. 5, the second throttle BP t2'd is also higher than the first throttle, so it is too high to raise the height of the valve 160 to increase the lock-up engagement force. First throttle pressure P'
By increasing the +'lr height, the desired lock-up engagement force can be obtained.

Many variations are possible in implementing the invention. For example, the F 180 does not need to be a solenoid valve, and may have another structure that can be opened and closed manually. It is not essential that the valve 190 is of a poppet type, but may be of a spool type. Further, the present invention can be applied not only to an automatic transmission with three forward speeds but also to an automatic transmission with four forward speeds or a continuously variable transmission.

As described above, according to the present invention, since the engagement force of the direct coupling clutch is controlled in proportion to the output index of the engine output detector, the engagement force of the direct coupling clutch is controlled in proportion to the output index of the engine output detector. As a result, the torque converter is locked up and actual fuel consumption is reduced.

[Brief explanation of the drawing]

Figures 1 to 6 show an embodiment of the present invention.
Fig. 1 is a schematic diagram of an automatic transmission for an automobile with three forward speeds and one reverse speed, Fig. 2 is a hydraulic control circuit diagram of the above automatic transmission including the device of the present invention, and Fig. 3 is a direct coupling clutch shown in Fig. 2. A developed view of the main parts, Figure 4 1 shows the large pressure of the governor and the lock amplifier engagement pressure 4.
? FIG. 5 is a throttle proportional pressure characteristic diagram, FIG. 6 is a diagram showing an example of a lock amplifier engagement latch, and FIG. 7 is a diagram showing a depiction of the control means of another embodiment of the present invention. . Cd...direct clutch, DC...control means, Pg...
・Governor pressure, pi, as an output indicator of the vehicle speed detector
・Output phase of the engine output detector (first throttle pressure as a vote, P1□...second throttle pressure as an output index of the engine output detector, T...torque converter, Vg...as a vehicle speed detector cabana valve Vl,...first throttle valve as an engine output detector, Vt2...second throttle valve as an engine output detector, 180...manual!; valve as rI switching means, 189...・
・As a means of comparison and selection) ・Iseleft valve patent applicant
Honda Motor Co., Ltd. Agent BUFF Ken Ochiai 9.
Go ゛Figure 4 table Speed figure 5 slot l'i! :Demon Figure 6 Figure 7 1'h-

Claims (4)

[Claims] (1) A hydraulic torque converter having an input part and an output member; a hydraulic direct coupling clutch that is provided between these parts and the output part and can be operated to mechanically engage both members; ; an engine output detector that outputs an indicator sound proportional to the engine output; and;
A direct connection of a torque converter in an automatic transmission system where the engagement power of the direct connection clutch is controlled in proportion to the output index of the engine output detector. Control device. (2) The automatic transmission includes a vehicle speed calculator that outputs an index proportional to the vehicle speed, and the control means compares the indexes from the engine output detector and the vehicle speed detector and outputs the larger index. Patent J Seisui scope described in paragraph (1) of the invention is characterized in that it has a comparison and selection means for comparing and selecting, and also has a function of controlling the engagement force of the direct coupling clutch in proportion to the output index of the comparison and selection means. A direct-coupled control device for the torque converter in automatic transmissions for vehicles. (3) A patent claim characterized in that a manual switching means is provided between the direct coupling clutch 2 and the engine output detector and capable of disconnecting the coupling clutch 2 and the engine output detector. A direct-coupled control device for a torque converter in an automatic transmission for a vehicle as described in scope item (1). (4) A direct-coupled control device for a torque converter in a vehicle automatic transmission according to claim (1), wherein the output index of the engine output detector is oil pressure.