JPS5989862A - Device for controlling direct coupling of torque converter in vehicle automatic transmission - Google Patents

Abstract

PURPOSE:To remarkably simplify a direct coupling control device and as well to reduce a loss by leakage of hydraulic oil from valve, by using one modulator valve to carry out two types of direct coupling control, that is, to control the coupling force of a direct coupling clutch in accordance with variations in vehicle speed and as well to release the direct coupling clutch under the idle condition of an engine throttle valve. CONSTITUTION:A modulator valve Mv comprises a spool valve member 86 moving between a right closing position and a right opening position, a spring 87 urging the valve member 86 toward the opening position, a pilot hydraulic chamber 88, an input port 89 and an output port 90 which is connected to a hydraulic cylinder 14 in a direct coupling clutch Cd through an oil passage 91. There is provided a solenoid valve 96 for opening and closing a throttle valve 94 through which a hydraulic chamber 88' is connected to a discharge oil passage 95. An idle position detecting switch 100 closes when the throttle valve is returned to the idle opening degree range in association with an accelerator pedal 102.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a hydraulic torque converter having an input member including a pump wheel and an output member including a turbine wheel;
In an automatic transmission equipped with an auxiliary transmission that has a gear train of one or more stages and transmits the torque of the output member to the driving wheels through the gear train, the gear train is mechanically connected between the input and output members. A direct-coupled clutch is installed to minimize torque converter slip loss.
The present invention relates to a direct-coupled control device for a torque converter.

When driving a vehicle with the converter in direct connection due to the operation of the direct coupling clutch, when the accelerator pedal is released to decelerate, a sudden change in the reaction force applied to the power plant including the engine is applied to the vehicle body via the power plant. and is likely to be accompanied by unpleasant surging. To prevent this, it is effective to release the direct coupling clutch when the engine throttle valve is in the idle position, and various devices for this purpose have already been proposed.

In addition, as another solution to this problem, a one-way clutch is interposed in series with the direct coupling clutch between the input and output members of the torque converter, and when the direct coupling clutch is operated, the one-way clutch only uses the output torque of the engine. There have already been proposals that are configured to transmit the power to the output member side, but when the engine throttle valve is in an idling state, some vibration noise and wear may occur due to the idling of the one-way clutch.
In order to prevent this, it is preferable to release the direct coupling clutch.

On the other hand, in order to maintain power performance during operation of the direct-coupled clutch, the applicant provides a slipping characteristic to the direct-coupled clutch and controls the coupling force of the direct-coupled clutch according to changes in vehicle speed.
When operating the engine at maximum output at low vehicle speeds, the direct clutch is intentionally slipped.

This is a kind of system that allows the transmission of engine output torque to be shared between the mechanical transmission system including the direct coupling clutch and the fluid transmission system including the fluid of the torque converter, thereby appropriately restoring the torque amplification function of the torque converter. We have already proposed a system that splits the power.

If we try to perform these different types of direct coupling control at the same time, we need two valves: one that releases the direct coupling clutch when the engine throttle valve is idling, and the other that controls the coupling force of the direct coupling clutch in response to changes in vehicle speed. If these valves could be efficiently controlled with one valve, the equipment would be significantly simplified, and leakage loss of pressure oil from the valves would be greatly alleviated, which would be extremely advantageous in practice. Become.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a direct-coupling control device for the torque converter, which has a simple configuration and can perform the different types of direct-coupling control using a single valve. To achieve this objective, the present invention provides a hydraulic direct coupling clutch with slipping characteristics which is provided between the torque converter and the output member and which can be operated to mechanically couple these two parts. The modulator valve consists of a modulator valve installed in an oil passage connecting the hydraulic cylinder of the direct coupling clutch and the oil pressure source, and this modulator valve includes a valve element that opens and closes the oil passage, and a spring that biases the valve element in the valve opening direction. A first pilot hydraulic chamber introduces pilot hydraulic pressure from the input boat side of the modulator valve to bias the valve body in the valve closing direction, and a pilot hydraulic pressure to bias the valve disc in the valve opening direction is introduced. a second pilot hydraulic chamber;
A valve that connects the output side of a vehicle speed proportional hydraulic pressure generator that outputs hydraulic pressure that changes in proportion to vehicle speed via a throttle, and further detects the idle state of the engine throttle valve and opens the second pilot hydraulic chamber to the atmosphere. The feature lies in the way the device is connected.

Embodiments of the present invention will be described below with reference to the drawings.

First, FIG. 1 is a schematic diagram of an automatic transmission for an automobile with three forward speeds and one reverse speed to which the present invention is applied. In the figure, the output of an engine E is transmitted from its crankshaft 1 through a torque converter T, an auxiliary transmission M, and a differential gear Df to drive wheels W1, W/ in order to drive these wheels.

The torque converter T includes a pump impeller 2 connected to a crankshaft 1, a turbine impeller 3 connected to an input shaft 5 of an auxiliary transmission M, and a stator shaft 4a supported on the input shaft 5 so as to be relatively rotatable. It is composed of a stator wheel 4 connected via a one-way clutch 1. The torque transmitted from the crankshaft 1 to the pump wheel 2 is hydrodynamically transmitted to the turbine wheel 3.
When the torque is amplified during this time,
As is known, the stator wheel 4 bears the reaction force.

A pump drive gear 8 for driving the hydraulic pump P shown in FIG. 2 is provided at the right end of the pump impeller 2, and a stator shaft 4a
A stator arm 46 for controlling the regulator valve Vγ shown in FIG. 2 is fixedly installed at the right end of the stator arm 46 .

A roller-type direct coupling clutch Cd is provided between the pump impeller 2 and the turbine impeller 3 to mechanically connect them. To explain this in detail with reference to FIGS. 2 and 2A, an annular drive member 10 having a drive conical surface 9 on the inner circumference is fixed to the inner peripheral wall 2α of the pump impeller 2. Further, the inner peripheral wall 3α of the turbine impeller 3 has a driven member 1 having a driven conical surface 11 facing parallel to the driving conical surface 9 on the outer periphery.
2 are spline-fitted to be slidable in the axial direction. A piston 13 is integrally formed at one end of the driven member 12, and this piston 13 is slidably connected to a hydraulic cylinder 14 provided on the inner circumferential wall 3a of the turbine impeller 3. Internal pressure is applied to both left and right end surfaces simultaneously.

A cylindrical clutch roller 15 is interposed between the driving and driven conical surfaces 9 and 11, and this clutch roller 15
As shown in figure A, the central axis O is the conical surface 9,1
The virtual conical surface 1c is held by an annular retainer 16 so as to be inclined at a constant angle θ with respect to the generatrix y of the virtual conical surface 1c passing through the center of the conical surface 1c.

Therefore, if a hydraulic pressure higher than the internal pressure of the torque converter T is introduced into the hydraulic cylinder 14 at a stage when the torque amplification function of the torque converter T is no longer necessary, the piston 1
3, that is, the driven member 12 is pushed toward the driving member 10. As a result, the clutch roller 15 is pressed against the conical surfaces 9 and 11, but at this time, when the drive member 10 is rotated in the X direction in FIG. 2A with respect to the driven member 12 by the output torque of the engine E, As a result, the clutch roller 15 rotates, but since the center axis of the clutch roller 15 is inclined as described above, both parts are separated due to the rotation.
10. Apply a relative axial displacement to 12 that brings them closer together. As a result, the clutch roller 15 bites between the two conical surfaces 9 and 11, mechanically connecting the two members 10 and 12, that is, 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 and 3, the clutch roller 15
1, the above torque is divided into two,
A part of the torque is transmitted mechanically via the direct coupling clutch Cd, and the remaining torque is transmitted hydrodynamically via the two wing wheels 2 and 3, and the ratio of the former torque to the latter torque is determined by the clutch load. A variable rate power split system that changes depending on the degree of slippage of 215 is formed.

In the operating state of the direct coupling clutch Cd, the torque controller,
(If a reverse load is applied to the motor T, the rotational speed of the driven member 120 becomes greater than the rotational speed of the driving member 100, so the driving member 10 rotates in the Y direction relative to the driven member 12, and Accordingly, the clutch roller 15 rotates in the opposite direction and applies a relative axial displacement to both members 10.12 that causes them to separate from each other.As a result,
The clutch roller 15 is released from being wedged between the conical surfaces 9 and 11, and enters an idling state. The transmission of the reverse load to the turbine wheel 3 and to the pump wheel 2 therefore takes place only hydrodynamically.

When the hydraulic pressure of the hydraulic cylinder 14 is released, the piston 13 receives the internal pressure of the torque converter T and retreats to its original position, and the direct coupling clutch Cd becomes inactive.

Again in FIG. 1, a low speed gear train G1, a middle speed gear train G2, a high speed gear train G3, and a reverse gear train Gr are provided in parallel between the mutually parallel output shafts 5 and 6 of the auxiliary gear shift eM. It will be done. The low-speed gear train G1 includes a drive gear 11 connected to the input shaft 5 via a low-speed clutch C1, and an output shaft 6.
A driven gear 18 is connected to the input shaft 5 via a one-way latch CO and meshes with the gear 1T, and a middle speed gear train G2 is a drive gear connected to the input shaft 5 via a middle speed clutch C2. The high-speed gear train G3 includes a gear 19 and a driven gear 20 that is connected to the output shaft 6 via a switching clutch Cs and meshes with the gear 19, and the high-speed gear train G3 includes a drive gear 21 fixed to the input shaft 5. High speed clutch C3 on output shaft 6
, and the driven gear 22 connected via the reverse gear train Gγ.
A driven gear 24 is connected to the output shaft 6 via the switching clutches C and s, and an idle gear 25 meshes with both gears 23 and 24. The switching clutch Cs is connected to the driven gear 20.
, 24, and by shifting the selector sleeve 26 of the clutch Cs to the forward position on the left or the reverse position on the right in the figure, the driven gear 20.
can be selectively linked to.

When the selector sleeve 26 is held in the forward position as shown in the figure, if only the low gear clutch CI is connected, the drive gear 11 is connected to the input shaft 5 and the low gear train G, is established, and the input shaft 5 is connected via this gear train G.
Torque is transmitted from the output shaft 6 to the output shaft 6. Next, if the intermediate gear clutch C2 is connected while the high gear clutch C1 is still connected, the drive gear 19 is connected to the input shaft 5 and the intermediate gear train G2 is established. Input shaft 5 through
Torque is transmitted from the output shaft 6 to the output shaft 6. During this time, the output shaft 6 rotates at a higher speed than the driven gear 18 of the low-speed gear train G due to the difference in gear ratio between the low- and middle-speed gear trains G1 and G, so the one-way clutch C' o rotates idly and substantially stops the low speed gear train G1. Also, while the low speed clutch C'1 is in the connected state, the middle speed clutch C'1 is in the connected state, and the middle speed clutch C'
2 and connect high-speed clutch C3,
The driven gear 22 is connected to the output shaft 6 to form a high-speed gear train G3.
is established, and torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train G3. In this case as well, the middle speed gear train G
Similarly to the establishment of step 2, the one-way latch CO idles to bring the low-speed gear train G to rest. Next, selector sleeve 2
6 to the right reverse position and connect only the middle speed clutch C2, the jumping gear 23 connects to the input shaft 5 and the driven gear 2
4 are respectively connected to the output shaft 6 to establish a reverse gear train Gγ, and torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train Gτ.

The torque transmitted to the output shaft 6 is transmitted from the output gear 2γ provided at the end of the shaft 6 to the large diameter gear 28 of the differential device Df.

Figure 2 shows the low, middle, and high speed clutches CIyC2 in Figure 1.
In FIG. 1 illustrating a combination of an example of a hydraulic circuit for controlling the operation of p C3 and an example of a control device Dc of a direct coupling clutch Cd based on the present invention, the hydraulic pump P is
The oil is sucked up from the oil tank R and sent under pressure to the hydraulic oil path 2LK. After this pressure oil is regulated to a predetermined pressure by a regulator valve Vr, it is sent to a manual valve Vm. This oil pressure is called line pressure pl.

The regulator valve Vr 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 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 increases, the stator spring 32 is compressed, and accordingly, the spring receiver 31 moves to the left to increase the set load of the pressure regulating spring 30, and as a result, the oil pressure in the hydraulic oil passage 29 decreases. The pressure will be increased.

A part of the pressure oil whose pressure is regulated by the regulation valve Vr is guided into the torque converter T through an inlet oil passage 34 having a throttle 33, and pressurizes the inside of the torque converter T to prevent cavitation. , is determined by the size of the aperture 330, the strength of the spring 3T of the check valve 36 provided in the outlet oil passage 35 of the torque converter T, etc.

The oil that has passed through the check valve 36 returns to the oil tank R via an oil cooler (not shown).

The excess pressure oil discharged from the hydraulic pump P is guided to the lubricating oil path 38 by the regulator valve Vγ and sent to each lubricating part, but in order to ensure the minimum necessary oil pressure at this time, the pressure regulating valve 39 is It is connected to the lubricating oil path 38.

When the release valve Vm is at the neutral position N shown in the figure, the pressure oil sent to the manual valve Vm is supplied to the clutches C1, C2, and C2.
3. It is not sent to any of the other various hydraulic operating parts. When the release valve Vm moves one step to the left from the illustrated position and is shifted to the drive position, the hydraulic oil passage 29 from the hydraulic pump P connects to the hydraulic cylinder 40 of the low speed clutch C8.
．． Hydraulic oil passage 41. and the selector sleeve 26
Spring chamber 42 of hydraulic servo motor Sm for shifting
Since the low speed clutch C□ is operated (connected) and the low speed gear train G is established as described above, the piston 44 of the servo motor Sm is Stays in the left moving position, shift fork 45
Since the selector sleeve 26 is held in the forward position shown in FIG. 1 via the reverse gear train Gr, the reverse gear train Gr is placed in an inoperative state.

An inlet oil path 46 that connects to the input port of the vehicle speed proportional hydraulic pressure generator, that is, the valve V!I, branches from the hydraulic oil path 43 that leads to the spring chamber 42 of the servo motor Sm, and an inlet oil path 46 that connects to the input port of the valve V! 1 signal oil path 4γ.

is extended.

Governor valve V! Reference numeral 7 is of a known type, and is rotated around its own rotation axis 49 by a gear 48 meshing with the large-diameter gear 28 of the differential device Df. Therefore, since its rotational speed is proportional to the vehicle speed, the spool valve body 50
Due to the action of the centrifugal force acting on the zero weight 51, a hydraulic pressure proportional to the vehicle speed, that is, a governor pressure pg can be output to the first signal oil path 4γ1.

Further, an inlet oil passage 53 that connects to the input boat of the throttle valve Vt branches from the hydraulic oil passage 43, and a second signal oil passage 41□ extends from the output boat of the removal valve Vt. A modulator valve 54 is interposed in the middle of the inlet oil passage 53 to define an upper limit value of the inlet pressure of the throttle valve Vt.

The spool valve Vt is a known one, and the spool valve body 55
, a control spring 58 that presses the valve body 55 to the left, and a control spring 58 that presses the valve body 55 to the left.
5 to the right, a control piston 59 that supports the outer end of the control spring 58, and a control cam 60 that rotates in conjunction with an increase in the opening of the throttle valve of the engine E and moves the control piston 59 to the left. , has an adjustment bolt 61 etc. that can adjust the set load of the return spring 51. When the control piston 59 moves to the left, the displacement pushes the spool valve body 55 to the left via the control spring 58, but with this left movement, the second signal oil path 4γ2
Since the hydraulic pressure output from the spool valve body 55 acts on the left shoulder portion 55α of the spool valve body 55 to push the spool valve body 55 back to the right, the throttle valve Vt eventually becomes a hydraulic pressure proportional to the throttle valve opening of the engine E, that is, the throttle pressure pt. can be output to the second signal oil path 41□.

The first and second signal oil passages 47. , 4γ2 are connected to pilot hydraulic chambers 62, 62'; 63, 63' at both ends of the low-medium speed shift valve V1 and the medium-high speed shift valve V2, respectively. As a result, each spool valve body 64, 65 of these shift valves Vl + V2 has the governor pressure P! on both end faces.
1 and throttle pressure pt as follows.

That is, the spool valve body 64 of the low-medium speed shift valve V1 initially remains in the rightward movement position shown in the figure due to the force of the spring 66, but as the vehicle speed increases, the governor pressure Py increases, and this governor pressure When the left power of the spool valve body 64 due to Pg overcomes the right power of the valve body 64 due to the throttle pressure pt and the spring 66, the click motion mechanism 61 provided at the right end of the valve body 64 moves together with the valve body 64. The click ball 68 rides over the fixed positioning protrusion 69, and the valve body 64 is rapidly switched to the left movement position, and the hydraulic pressure from the hydraulic pump P is transferred to the hydraulic cylinder 40. of the low gear clutch C1. The oil that was previously sent only to the hydraulic oil path 10°71.41□ is also sent to the hydraulic cylinder 402 of the middle speed clutch C2, and both clutches C,, (, 2 are connected, so the above-mentioned The middle speed gear train G2 is established as follows.

When the vehicle speed further increases, a similar effect occurs in the medium-high speed shift valve V2, and the spool valve body 65 of the release valve V2 moves to the left due to the increasing governor pressure Pl, and the hydraulic oil passage 412
, γ1 to the oil tank R, while the hydraulic oil path γ0 is opened to the oil tank R.
This time, the hydraulic cylinder 40. of the high speed clutch C3. As a result, the medium speed clutch C2 is in the disconnected state, the low speed clutch C1, and the high speed clutch C3 are in the connected state, and the high speed gear train G3 is established as described above. do.

In order to alleviate the shift shock at this time, accumulators 72, 73, one-way valve 14, orifice control valve 15, etc. are provided.

Thus, as is well known, a shift map divided by solid lines in FIG. 4 can be drawn. Actually, each shift valve V
,, Due to the click motion mechanism 6γ provided in the V2, the shift map will be different during upshifting and downshifting, but this is well known and does not have much significance in terms of the present invention. , only the map during upshifting is shown.

Shift the manual valve Vm to a position other than the drive position,
For example, when shifting to the middle gear holding position ■ or the reverse gear position Be, the middle gear train G2 or the reverse gear train Gr is established, respectively, but this has no particularly important relationship with the present invention. The above explanation will be omitted. Incidentally, among the shift positions of the manual valve Vm, Pk indicates the shift position on the bar 1.

Hydraulic circuits as described above are conventionally known.

Now, the control device Dc of the direct coupling clutch Cd of the present invention is
Continuing to explain with reference to the figures, the control device Dc is composed of a timing valve Tv and a modulator valve Mυ.

The timing valve Tυ has a spool valve element 8° that moves between a first switching position on the right side and a second switching position on the left side, and this valve element F! A first pilot hydraulic chamber 81 facing the left end surface of the valve body 8o, and a second pilot hydraulic chamber 81' facing the right end surface of the valve body 8o.
A first human-powered boat 83 that constantly communicates with the first pilot hydraulic chamber 81 via a throttle 82 provided in the valve body 80, and a second human-powered boat 83 that constantly communicates with the second pilot hydraulic chamber 81'.
', and an output port 84, and the valve body 80 is located at the first port on the right side.
When in the switching position, the first input boat 83 is communicated with the output port 84, and when the valve body 80 moves to the second switching position on the left, the second manual boat 83' is communicated with the output port 84. It has become. The first input boat 83 has an oil passage 41 branched from the hydraulic oil passage 412 of the middle speed clutch C2.
2' is connected to the second human-powered boat 831, and an oil passage 413 branched from the hydraulic oil passage 413 of the high-speed clutch C3 is connected to the second human-powered boat 831.
' is connected, and the output port 84 is connected to the downstream input boat 89 of the modulator valve Mυ via the output oil passage 85.

The modulator valve Mv includes a spool valve body 86 that moves between a closed position on the right and an open position on the left;
the first pilot hydraulic chamber 8B facing the left end surface of the valve body 86, the second pilot hydraulic chamber 88' facing the right end surface of the valve body 86, and the output port 89. .90, and the output port 90 is the output oil path 9
1 to the hydraulic cylinder 14 of the direct coupling clutch Cd.

The first pilot hydraulic chamber 88 is always in communication with the input boat 89 via a throttle 92 provided in the valve body 86, and the second pilot hydraulic chamber 88' is connected to the first signal oil passage 47 and a signal oil passage branched from the first signal oil passage 47. 411' is connected, and a throttle 93 is provided in the middle of this oil passage 411'.

Further, a discharge oil passage 95 connected to the oil tank R is connected to the second pilot hydraulic chamber 88' via a throttle 94, and a solenoid valve 96 as a valve device for opening and closing the throttle 94 is adjacent to the modulator valve Mυ. will be installed. Solenoid valve 96
consists of a needle valve 9T that opens and closes the throttle 94, a valve spring 98 that biases the needle valve 9γ toward the closing side, and a solenoid 99 that surrounds the needle valve 91. It is connected to a power source 101.

The idle position detection switch 100 is linked to an accelerator pedal 102 that opens and closes the throttle valve of the engine E.
It is designed to close when the throttle valve is returned to the idle opening range. Note that the throttle 94 of the discharge oil passage 95 is connected to the signal oil passage 4γ.
, ' is set to a smaller opening than the aperture 93 of '.

Next, the operation of the control device Dc will be explained.

First, considering the case where the vehicle is running due to the establishment of the low gear train G1, in this case the low gear clutch CI is operating, so the hydraulic oil passages 412' and 413 of the middle and high gear clutches C2pC3 are It communicates with oil tank R.
Therefore, the first timing valve Tv. 2nd human powered boat 8
3, 83', the output boat 84, and the first pilot hydraulic chamber 8B of the modulator valve Mv are also communicated with the oil tank R, and the valve body 86 of the modulator valve Mv is connected to the elastic force of the spring 81 and the second pilot hydraulic chamber 88. The direct coupling clutch Cc
The inside of the hydraulic cylinder 14 is at atmospheric pressure.

On the other hand, since a part of the line pressure pt is introduced into the torque converter T through the throttle 33, the piston 13 of the direct coupling clutch Cd is moved to the left by the internal pressure of the torque converter T to release the clutch Cd. I have to.

When the vehicle speed increases from this state and the middle gear clutch C2 is operated by being supplied with hydraulic pressure from the hydraulic oil passage 412 in order to establish the middle gear train G2, the oil pressure is simultaneously applied to the oil passage 412.
' and the first input boat 83 to the first pilot hydraulic chamber 81 of the timing valve Tυ, and the introduced hydraulic pressure moves the valve body 80 to the first switching position on the right, so that the hydraulic pressure of the first human-powered boat 83 is It passes through the output port 84, then through the open modulator valve MvO (output capo) 89,90 from the output oil path 85, and is introduced into the hydraulic cylinder 14 of the direct coupling clutch Cd via the output oil path 91.

At the same time, in the modulator valve yυ, the hydraulic pressure of the input boat B9 also acts on the first pilot hydraulic chamber 88 via the throttle 92, and the hydraulic pressure applies right power to the valve body 86, and the right power is applied to the spring 81 and the first pilot hydraulic chamber 88. When the governor pressure Pg introduced into the two-pilot hydraulic chamber 88' overcomes the left force against the valve body 86, the valve body 86 moves to the right to close the output port 90.
Further, the governor pressure Py, which is proportional to the vehicle speed, is controlled to a modulator pressure of 73 m (see FIG. 3), which is raised to a constant level, and this raised level is determined by the 7-ton load of the spring 87.

Therefore, in FIG. 3, when the vehicle speed is V or lower, the modulator pressure pm is lower than the internal pressure of the torque converter T, so the direct coupling clutch Cd operates (connects) even if the modulator pressure pm is introduced into the hydraulic cylinder 14. However, the torque amplification function of Dorkuco and Converter T is not impaired in any way. For example, in FIG. 2, the manual /l/valve V
It will be understood that even if NK is set and the middle speed clutch C2 is activated (connected) from the beginning, the torque converter T operates normally to enable starting.

In addition, in FIG. 3, when the vehicle speed V is in the region of υ1≦υ≦v2, the modulator pressure pm increases continuously as the vehicle speed increases, and the coupling force of the direct coupling clutch Cd is gradually strengthened. A weak connection area of the direct connection j latch Cd is obtained, which is shown as a sandy area in the figure. Therefore, in this region, when the output torque of the engine E increases beyond the coupling force of the direct coupling clutch Cd, slipping occurs in the direct coupling clutch Cd.
The torque corresponding to the coupling force of the direct coupling clutch Cd is passed through the mechanical transmission system including the clutch Crt, and the torque exceeding the coupling force of the direct coupling clutch Cd is transmitted to the fluid transmission system containing the fluid in the torque converter T. As a result, at a constant vehicle speed, a variable rate power split operation is performed in which the torque sharing ratio of the fluid transmission system increases as the output torque of the engine increases.

When the vehicle speed V enters the high speed region of υ(v), the governor pressure Pg introduced into the second pilot hydraulic chamber 88' of the modulator valve Mυ rises sufficiently to fully open the valve body 86, so that the modulator pressure increases. pm is increased to the working oil pressure of the middle speed clutch C2, that is, the line pressure pt, and the coupling force of the direct coupling clutch Cd is increased to the maximum, thereby achieving the strong connection region of the direct coupling clutch Cd shown with diagonal lines in FIG. Therefore, in this region, the direct coupling clutch Cd does not slip;
The full output torque of engine E can be efficiently transmitted.

From this state, the vehicle speed increases, and in order to establish the high-speed gear train G3, the hydraulic pressure of the middle-speed clutch C2 is released to the oil tank H, and the high-speed gear latch C3 is activated in the hydraulic oil passage 413 instead.
When the oil pressure is received from the oil passage 41. ! and second
The hydraulic pressure is introduced into the second pilot hydraulic chamber 81' of the timing valve Tυ through the manual port 83', and the introduced hydraulic pressure moves the valve body 80 to the second switching position on the left. The switching operation of 80 is controlled slowly, and the valve body 80 is given a constant switching time.

The working oil pressure of the direct clutch Cd is already in the oil tank R.
Since the direct coupling clutch CD is temporarily released via the oil passage 412' communicating with the direct coupling clutch CD, the operation of the direct coupling clutch CD is temporarily released, and the occurrence of a shift shock is prevented.

When the valve element 80 of the timing valve Tυ moves to the first switching position on the left side, the hydraulic pressure of the second manual port 83' is applied to the modulator valve M in the same way as when the middle speed gear train G2 was established earlier.
Direct coupling clutch Cd via v.

The hydraulic pressure is also controlled by the modulator valve Mtt as before.

Further, such an action is similarly performed during downshifting when the operation is switched from the high speed gear train G3 to the middle speed gear train G2.

Next, when the vehicle is decelerated (when the operating force is released from the accelerator pedal 102, the idle position detection switch 100 is closed, the Asahi solenoid 99 is energized, and the needle valve 91 is opened. The pressure oil in the pilot hydraulic chamber 88' flows out to the discharge oil passage 95 through the throttle 94. On the other hand, the pressure oil in the second pilot hydraulic chamber 88' flows through the throttle 94.
Pressure oil is supplied from signal oil passage 4T1' through 3,
Due to the above-mentioned difference in the size of the two orifices 93°940, the amount of oil discharged to the discharge oil passage 95 is greater than the amount of oil supplied to the second pilot hydraulic chamber 88'.
The pressure in the pilot hydraulic chamber 88' is approximately atmospheric pressure. Therefore, the modulator valve Mυ outputs the low modulator pressure pm shown by the dashed line in FIG. made to do,
It is considered to be in a released state. - This is why the idle region of the throttle valve opening is highlighted in white in Fig. 4. Thus, the reverse load that occurs as the vehicle decelerates is applied to the direct coupling clutch Cd.
Since the torque is transmitted to the engine E via the torque converter T hydrodynamically without relying on the idling action of the row 215, noise and vibration are reduced.

FIG. 5 shows another embodiment of the present invention, in which a throttle operated in conjunction with an accelerator pedal 102 is used as a means for releasing hydraulic pressure from the second pilot hydraulic chamber 88/ of the modulator valve Mv in the idle region of the throttle valve opening. Valve Vt or Vt
/ is used. That is, the throttle valve Vt, V, tl is provided with an on-off valve 103 as a valve device that is opened when it is returned to the illustrated idle position, and a signal oil passage 411 is connected to the second pilot hydraulic chamber 88' of the modulator valve Mυ. The on-off valve 103 is interposed in the discharge oil passage 95 branched from the discharge oil passage 95, and a throttle 93 is provided in the signal oil passage 4111 upstream from the branch part of the discharge oil passage 95.
A throttle 94 with a larger opening than 3 is provided in the discharge oil passage 95, and the other configurations are the same as in the previous embodiment. The same symbols are given. Note that the throttle 94 of the discharge oil path 95 can also be omitted.

When the throttle valve Vt or Vt' is returned to the idle position, the on-off valve 103 is opened, and the pressure oil in the second pilot hydraulic chamber 88' of the modulator valve Aiυ is discharged to the discharge oil passage 95. Therefore, as in the previous embodiment, the output oil pressure of the modulator valve Mυ decreases, and the direct coupling clutch C
d becomes a released state.

In the above two embodiments, both gear trains G2 of medium and high speed stages are
, the direct coupling clutch Cd is operated across the establishment of G3, but if it is to be operated only when the high speed gear train G3 is established, the timing valve Tv is abolished and the input port of the modulator valve Mυ is operated. 89, high speed clutch C3
It is only necessary to connect the hydraulic oil passage 41° of .

As described above, according to the present invention, one modulator valve can be used to control the coupling force of the direct coupling clutch according to changes in vehicle speed, and to release the direct coupling clutch when the engine throttle valve is in an idling state. Direct control can be performed, and not only can the fruiting device be significantly simplified, but also the leakage loss of pressure oil from the valve can be reduced.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of a vehicle automatic transmission to which the present invention is applied;
FIG. 2 is a hydraulic control circuit diagram of the automatic transmission including the control device of the present invention, FIG. 2A is an exploded view of the main parts of the direct coupling clutch shown in FIG. 2, and FIG. 3 is a hydraulic pressure characteristic diagram of the direct coupling clutch. Fourth
The diagram is written by Shigeru Atsukusu ■1... Crankshaft, 2... Pump wheel, 3... Turbine wheel, 5... Input shaft, 6...
... Output shaft, 14... Hydraulic cylinder, 80... Valve body, 8γ... Spring, 88... First pilot hydraulic chamber,
88'... Second pilot hydraulic chamber, 89... Input port, 90... Output boat, 91... Output oil path, 9
3... Throttle, 96... Solenoid valve as a valve device, 10
0...Idle position detection switch, 102...Accelerator pedal, 103...Opening/closing valve C1, C,, C3...Low, middle, high speed stage clutch, cd
...Direct clutch, Dc...Control device, E...Engine, G□, G2, G3...Low, middle, high speed gear train, M...Auxiliary transmission, A1υ...Modulator Valve, P...Hydraulic pump as a hydraulic power source, R...Oil tank, V9...Governor valve as a vehicle speed proportional hydraulic generator, W, F'...Drive wheel patent applicant Honda Motor Co., Ltd. Company diagram 1

Claims (1)

[Scope of Claims] A hydraulic torque converter having an input member including a pump impeller and an output member including a turbine impeller, and a gear train of one or more stages, through which the torque of the output member is transmitted. In an automatic transmission equipped with an auxiliary transmission that transmits the information to the driving wheels, A hydraulic direct-coupled clutch with a slipping characteristic that is provided between the output members and can be operated to mechanically connect these two components, and an oil passage that connects the hydraulic cylinder of this direct-coupling clutch and a hydraulic power source. This modulator valve consists of a valve body that opens and closes the oil passage, a spring that biases the valve body in the valve opening direction, and a spring that biases the valve body in the valve opening direction from the input boat side of the modulator valve. The second pilot hydraulic chamber is composed of a first pilot hydraulic chamber that introduces pilot hydraulic pressure that biases the valve body in the opening direction, and a second pilot hydraulic chamber that introduces pilot hydraulic pressure that biases the valve body in the valve opening direction. The output side of a vehicle speed proportional hydraulic pressure generator that outputs hydraulic pressure that changes in proportion to the vehicle speed is connected to the engine through a throttle, and the second pilot hydraulic chamber is opened to the atmosphere by detecting the idle state of the engine throttle valve. A direct control device for a torque converter in a vehicle automatic transmission, which is connected to a valve device that operates.