JPS60121362A - Direct-coupled control device of torque converter - Google Patents

Abstract

PURPOSE:To soften speed change shock by independently disposing a supplement oil path connecting an oil pressure source and the interior of a torque converter and providing switch means adapted to open the supplement oil path at a switch position for the time when throttle opening is located at an idle position. CONSTITUTION:Supplement oil paths 77, 78 connecting an oil pressure source 29 and the interior of a torque converter T are independently disposed, and the supplement oil paths 77, 78 are provided with switch means 70 for opening the supplement oil paths 77, 78 at a switch position for the time when throttle opening is located at an idle position. In this arrangement, when a foot is put part from a throttle pedal, the internal pressure of the torque converter T increases, thereby to release the lock-up state of the torque converter T by a direct-coupled clutch Cd, which can soften speed change shock.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a hydraulic torque converter connected in series to an auxiliary transmission capable of selecting and switching between multiple speed ratios; a direct connection mechanism capable of mechanically directly connecting the output member of the torque converter with a retention capacity determined by a function of the differential pressure between the internal pressure of the torque converter and the internal pressure of the torque converter; the direct connection when the throttle opening is at the idle position; The present invention relates to a direct-coupling control device for a torque converter in an automatic transmission for a vehicle, including: a switching means having a switching position for releasing the operating pressure of the mechanism to an oil tank;

In automatic transmissions for vehicles equipped with a hydraulic torque converter, when the torque converter's 1 to 1 torque amplification function can hardly be expected, the torque converter's output member is mechanically directly connected (so-called lock amplifier). ) is preferable from the viewpoint of fuel economy, power performance, and quietness, and it is desirable that the lockup be performed over as wide a range of gears as possible. By the way, when the vehicle is cruising or decelerating when adjusting the distance to the vehicle in front while accelerating, it is preferable to release the lock-up as soon as possible to avoid a "jerky" feeling. This is also preferable in that it saves the amount of fuel sucked out by the carburetor during deceleration.

Here, in order to perform lockup, there is a method of changing the direction of fluid flow in the torque converter, but there is also a method of locking up using the differential pressure between the internal pressure of the torque converter and the operating pressure. This is related to format improvements. In this latter type, the internal pressure of the torque converter is always acting on the lock-up release side, so when it is necessary to release the lock-up in a very short time, such as when changing gears, the operating pressure can simply be released. This is convenient because it has good responsiveness. However, on the other hand, since the engaging force cannot be increased by the internal pressure of the torque converter, it is necessary to set the internal pressure of the torque converter to a low value. Even if the internal pressure of the torque converter is set to a low value in this way, it is desirable to be able to release the lockup with good response when the throttle pedal is returned to the idle position.

In view of the above circumstances, a first object of the present invention is to improve torque in an automatic transmission for a vehicle, which is capable of releasing the lock-up of the torque converter with good response when the throttle pedal is returned to the idle position. An object of the present invention is to provide a direct-coupled control device for a converter.

In order to achieve this first object, in the first invention, a replenishment oil passage connecting the hydraulic pressure source and the inside of the torque converter is provided independently, and the switching means is configured to switch when the throttle opening is at the idle position. The replenishment oil passage is configured to open at the position.

Here, if the lock amplifier of the torque converter can be released with good response by increasing the internal pressure inside the torque converter during gear shifting, and the operating pressure to the hydraulic clutch can be lowered by the increased internal pressure, it would be possible to The operation becomes gentler and the shift shock can be alleviated.

In view of the above circumstances, a second object of the present invention is to provide a direct-coupling control device for a torque converter in an automatic transmission for a vehicle, which, in addition to the effects of the first invention, is designed to alleviate shift shock. be.

In the second invention that achieves this second object, in addition to the structure of the first invention, the inlet oil path of the torque converter has a surplus from a regulator valve for regulating the hydraulic pressure to other hydraulic operating parts. The regulator valve is connected to guide pressure, and a replenishment oil passage is independently provided that branches from between the regulator valve and the hydraulic pressure source and leads into the torque converter.

Hereinafter, an embodiment of the present invention will be explained with reference to the drawings. First, in FIG. The torque is transmitted from the shaft 1 through the hydraulic torque converter T, the auxiliary transmission M, and the differential device Df in this order to the driving wheels W, W, and drives these.

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 impeller 4a supported on the input shaft 5 so as to be relatively rotatable. A stake wheel 4 is connected to the rotor through an axial 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 applied during this time, the stator wheel 4 absorbs the reaction force, as is known. bear.

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 4b that controls the regulator valve Vr shown in FIG. 2 is fixed to the right end of the stator arm 4b.

A roller-type direct coupling clutch Cd is provided between the pump impeller 2 and the turbine impeller 3 as a direct coupling mechanism capable of mechanically coupling these. To explain this in detail with reference to FIGS. 2 and 3, an annular drive member 10 having a drive conical surface 9 on the inner circumference is spline-fitted to the inner peripheral wall 2a of the pump impeller 2. Further, a driven member 12 having a driven conical surface 11 facing parallel to the driving conical surface 9 on its outer periphery is spline-fitted to the inner circumferential wall 3a of the turbine impeller 3 so as 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 as a hydraulic actuating section provided on the inner circumferential wall 3a of the turbine wheel 3, and the internal pressure of the cylinder 14 is and the internal pressure of the torque converter T are simultaneously received on both left and right end surfaces.

A cylindrical clutch roller 15 is interposed between the driving and driven conical surfaces 9.11, and this clutch roller 15
As shown in the figure, it is held by an annular retainer 16 so that its central axis 〇 is inclined with a certain accuracy θ with respect to the generatrix g of the virtual conical surface 1c (FIG. 2) passing through the center between the hundred conical surfaces 9 and 11. be done.

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 has both conical surfaces 9 and 11.
is pressed against.

At this time, when the driving member 10 is rotated in the X direction in FIG. 3 with respect to the driven member 12 by the output torque of the engine E,
Accordingly, since the center axis 0 of the clutch rollers 15 is inclined as described above, a relative axial displacement is applied to the clutch rollers 15 to cause them to approach each other. As a result, the clutch roller 15 bites between the 100 yen Me surfaces 9 and 11, and both 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 E exceeds the coupling force and is applied between the two wing wheels 2.3, the clutch roller 15 will slip against each conical surface 9, 11. , the above torque is divided into two parts, a part of the torque is transmitted mechanically through the direct coupling clutch Cd, and the remaining torque is transmitted hydrodynamically through both wing wheels 2.3. A variable power split system is formed in which the ratio of the torque to the latter torque changes depending on the degree of slippage of the clutch roller 15.

If a reverse load is applied to the torque converter T in the operating state of the direct coupling clutch Cd, the rotational speed of the driven member 12 becomes higher than the rotational speed of the driving member 10. The clutch roller 15 rotates in the Y direction, and the clutch roller 15 rotates on its own axis in the opposite direction to the previous direction, applying a relative axial displacement to the two members 10, 12 to separate them 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. Therefore, the turbine wheel 3
The transmission of the reverse load from the pump wheel 2 to the pump wheel 2 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, so that the direct coupling clutch Cd becomes inactive.

Referring again to FIG. 1, the mutually parallel inputs 9 of the auxiliary transmission M
Between the output shafts 5 and 6 is a first gear train GI.

2nd speed gear train G2. 3rd speed gear train G3. 4th gear train G
4. and a reverse gear train Gr are provided in parallel. The first speed gear train G has a drive gear 17 connected to the input shaft 5 via a first speed clutch C1, and a latch C meshing with the gear 17 and directed toward the output shaft 6.

and a driven gear 18 that can be connected via. The second speed gear train G2 consists of a driving gear 19 that can be connected to the input shaft 5 via a second speed clutch G2, and a driven gear 20 that is fixed to the output shaft 6 and meshes with the gear 19. The third speed gear train G3 includes a drive gear 21 fixed to the input shaft 5 and an output shaft 6.
The drive gear 22 is connected to the gear 21 via a third speed clutch C3 and can mesh with the gear 21 described above. The fourth speed gear train G4 also includes a driving gear 23 connected to the input shaft 5 via a fourth speed clutch C4, and a driven gear 24 connected to the output shaft via a switching clutch Cs and meshing with the gear 23. Consists of. Further, the reverse gear train Gr includes a driven gear 25 provided integrally with the driving gear 23 of the fourth speed gear train G4, a driven gear 27 connected to the output shaft 6 via the switching clutch Cs, and both gears. 25 and an idle gear 26 meshing with 27. The switching clutch C3 has a driven gear 2.
The driven gear 24.27 is selected as the output shaft 6 by shifting the selector 1 of the clutch C8 to the left forward position or the right reverse position in the figure. can be linked together. One-way clutch C
O transmits only the drive torque from engine E, and does not transmit torque in the opposite direction.

Thus, when the selector sleeve S is held in the forward position as shown in the figure, if only the first speed clutch C1 is connected, the drive gear 17 is connected to the input shaft 5 and the first speed gear train G1 is activated. torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train G1. Next, first gear clutch C
2, the drive gear 19 is connected to the input shaft 5 to establish the second speed gear train G2, and torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train G2. At this time, the first gear clutch C1 is also engaged, but due to the action of the one-way clutch Go, it is not in first gear but in second gear, and this is the same for third and fourth gears. be. When the second speed clutch C2 is released and the third speed clutch C3 is connected, the driven gear 22 is connected to the output shaft 6 and the third speed gear train G is established. When the fourth speed clutch C4 is released and the fourth speed clutch C4 is connected, the drive gear 23 is connected to the input shaft 5 and the fourth speed clutch C4 is connected.
Speed gear train G4 is established. Furthermore, by moving the selector sleeve S of the switching clutch Cs to the right and connecting only the fourth speed clutch C4, the driving gear 25 is connected to the input shaft 5, the driven gear 27 is connected to the output shaft 6, and the reverse gear train is connected. Or is established, and reverse torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train Gr.

The torque transmitted to the output shaft 6 is transmitted from the output gear 28 provided at the end of the shaft 6 to the large diameter gear Dg 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 regulator valve Vr, it is sent to a manual valve Vm as a manual switching valve. This pressure oil is called line pressure PJ.

Excess pressure oil in the regulator valve Vr is led into the torque converter T through an inlet oil passage 34 having a restriction 33, and pressurizes the inside thereof to prevent cavitation. A pressure holding valve 36 is provided at the outlet oil passage 35 of the torque converter T.
is provided, and the oil that has passed through this pressure holding valve 36 returns to the oil tank R via an oil cooler 37.

Hydraulic oil passage 29 is connected to throttle valve Vt and governor valve Vg. The throttle valve Vt is controlled according to the amount of depression of a throttle pedal (not shown), and a throttle pressure pt is sent to the pilot oil passage 48 as an index corresponding to the throttle opening of the engine E, that is, an index representing the output of the engine E. Output. In addition, the governor valve Vg is connected to the auxiliary transmission M
is driven by the output shaft 6 and the large-diameter gear Dg of the differential device Df, and outputs oil pressure proportional to the vehicle speed, that is, governor pressure Pg, to the pilot oil path 49.

The manual valve Vm is an oil passage 39 branched from the hydraulic oil passage 29.
and the oil passage 40, and has shift positions such as a neutral position, a drive position, and a reverse position, and allows the oil passages 39 and 40 to communicate with each other when in the drive position. An oil passage 41 branched from the oil passage 40 is connected to the hydraulically actuated portion of the first speed clutch C1, and therefore, the first speed clutch C1 is always engaged when the manual valve Vm is in the drive position.

The oil pressure in the oil passage 40 is supplied to the first speed clutch C1, and also to the 1-2 shift valve V, 2-3 shift valve V2.3.
-2nd speed clutch C according to the switching operation of -4 shift valve ■3
2, the hydraulic pressure is switched and supplied to the respective hydraulic operating parts of the third speed clutch C3 and the fourth speed clutch C4.

These shift valves V, -V have throttle pressure pt and governor pressure Pg applied to both ends thereof, and shift from the first switching position on the left side to the first switching position on the right side in response to an increase in vehicle speed, that is, an increase in governor pressure Pg. Switching operation to the 2 switching position. In other words, 1-2 shift valve ■.

is interposed between the oil passage 40 and an oil passage 42 having a throttle 43, and is in a first switching position where the oil passages 40 and 42 are cut off when the vehicle speed is low. Therefore, in this state, only the first speed clutch C1 is engaged, and the speed ratio of the first speed is established.

When the vehicle speed increases, the 1-2 shift valve (2) is switched to the second switching position on the right side, and the oil passages 40 and 42 are communicated with each other. At this time, the 2-3 shift valve v2 is in the first switching position shown, and the oil passage 42 is communicated with the oil passage 44 leading to the hydraulically actuated portion of the second speed clutch CZ. Therefore, the first gear clutch CI
The second speed clutch C2 is engaged, but due to the action of the one-way clutch C0 (see Figure 1), the second speed gear train
2 is established and becomes the speed ratio of the second speed.

When the vehicle speed further increases, the 2-3 shift valve V2 switches to the second switching position on the right side, and the oil passage 42 switches to the oil passage 45.
will be communicated to. At this time, the 3-4 shift valve 3 is at the first switching position on the left side as shown in the figure, and the oil passage 45 is communicated with an oil passage 46 leading to the hydraulically operating portion of the third speed clutch C3. Therefore, the third gear clutch C3 is engaged and the third gear speed ratio is established.

When the vehicle speed increases further, the 3-4 shift valve■.

is switched to the second switching position on the right side, and the oil passage 45 is communicated with an oil passage 47 leading to the hydraulic actuating portion of the fourth speed clutch C1. Therefore, the fourth gear clutch C1 is engaged and the fourth gear speed ratio is established.

6 Now, the configuration of the engagement force control means Dc that controls the engagement force of the direct coupling clutch Cd will be explained with reference to FIG. Idle release valve as 7
0.

The timing valve 50 is a valve for releasing direct connection, that is, lock-up, during gear shifting, and includes a spool valve body 51 that moves between a first stable position on the right and a second stable position on the left, and a spool valve body 51 that moves between a first stable position on the right and a second stable position on the left. The first pilot hydraulic chamber 5 facing the left end surface of
2, and a second pilot hydraulic chamber 5 facing the right end surface of the valve body 51.
3a, and the third portion facing the stepped portion 51a facing the right side of the valve body 51.
It has a pilot hydraulic chamber 53b and a spring 54 that presses the valve body 51 to the right. The first pilot hydraulic chamber 52 communicates with the oil tank R, the second pilot hydraulic chamber 53a communicates with a pilot oil passage 90 branched from the hydraulic oil passage 47 to the fourth speed clutch C4, and the third pilot hydraulic chamber 53b
A pilot oil passage 91 branched from the hydraulic oil passage 44 to the second speed clutch C2 is communicated with the second gear clutch C2.

In the valve body 51, the pressure receiving area facing the second pilot hydraulic chamber 53a and the pressure receiving area facing the third pilot hydraulic chamber 53b are made approximately equal. Further, two annular grooves 57 and 58 are provided on the outer periphery of the valve body 51, sandwiching a land 56 between them. Communication and interruption are controlled between the communicating oil passage 92 and the first replenishment oil passage 94 which communicates with the inlet oil passage 34 and has a restriction 93 on the downstream side of the restriction 34 . At the time of communication, both oil passages 92
, 93 function to supply pressure oil into the torque converter T by bypassing the throttle 33.

In this timing valve 50, when the speed ratio is between the first speed and the third speed, the valve body 51 is in the first stable position on the right side, and when the speed ratio is between the second speed and the fourth speed, the valve body 51 is in the first stable position on the right side. 51 is in the second stable position on the left. When the valve body 51 is in the first and second stable positions, the oil passage 92 that guides the pressure oil from the regulator valve Vr is connected to the modulating valve 6.
0, and the oil passage 92 is connected to the land 56.
The oil tank R is isolated from the first supplementary oil passage 94, and further isolated from the oil tank R and a drain oil passage 95 branched from the oil passage 71 leading to the hydraulic cylinder 14 of the direct coupling clutch Cd.

While the valve body 51 is switching between the first and second stable positions, that is, during a speed change operation, the oil passages 92 and 61 are temporarily isolated. In addition, in between, the oil passage 92 is communicated with the first replenishment oil passage 94 via the annular groove 58, and the oil drainage passage 95 is connected to the first replenishment oil passage 94.
is communicated with the first pilot hydraulic chamber 52, that is, the oil tank R, through an oil passage 59 formed in the valve body 51. That is, while the valve body 51 is switching, the hydraulic cylinder 1
4 of the oil pressure is released to the oil tank R, and more pressure oil is supplied into the torque converter T via the first replenishment oil path 94, thereby promoting the lock amplifier state of the torque converter T.

The modulating valve 60 is connected to the output oil passage 61 and the oil passage 63.
a spool valve body 64 that is provided between the valve body 64 and moves between a closed position on the left and an open position on the right;
The first biloft hydraulic chamber 65 facing the left end surface of 4 and the valve body 6
a second pilot hydraulic chamber 66 facing the right shoulder 64a provided at the right end of the valve 4; a plunger 68 that enters the first pilot hydraulic chamber 65 and comes into contact with the valve body 64;
8, and a spring 67 accommodated in the first pilot hydraulic chamber 65.

The first pilot hydraulic chamber 65 is communicated with a pilot oil passage 49 that guides the governor pressure Pg from the governor valve Vg, so that the governor pressure Pg is introduced into the first pilot hydraulic chamber 65. Further, the third pilot hydraulic chamber 69 is communicated with a pilot oil passage 48 that guides the throttle pressure pt from the throttle valve Vt.
Throttle pressure pt acts on 9. Further, the second pilot hydraulic chamber 69 is communicated with the oil passage 63 via an oil passage 97 provided with a throttle 96 .

In this modulating valve 60, the spool valve body 64
is biased in the valve opening direction by the throttle pressure pt and governor pressure Pg, and biased in the valve closing direction by the output pressure of the modulating valve 60 itself. Therefore, the modulating valve 60 functions to increase the hydraulic pressure output to the oil passage 63, that is, the operating pressure of the direct coupling clutch Cd in proportion to the vehicle speed and the throttle opening.

The idle release valve 70 communicates with the hydraulic pump P on the upstream side of the oil passage 63 and the regulator valve Vr'' and closes the throttle 7.
6, and a third replenishment oil passage 78 communicating with the oil passage 71 communicating with the hydraulic cylinder 14 of the direct coupling clutch Cd and the throttle 34 in the inlet oil passage 34 of the torque converter T. The first one on the right
A spool valve element 72 that moves between the switching position and a second switching position on the left, a first pilot hydraulic chamber 73 facing the left end surface of the valve element 72, and a second pilot hydraulic chamber 73 facing the right end surface of the valve element 72. It includes a hydraulic chamber 74 and a spring 75 housed in the first pilot hydraulic chamber 73 and biasing the valve body 72 toward the right first switching position.

The first pilot hydraulic chamber 73 communicates with the oil tank R, and the second pilot hydraulic chamber 74 communicates with a pilot oil passage 48 that introduces the throttle pressure pt.

Further, two annular grooves 80 and 81 are provided on the outer periphery of the valve body 72 with the land 79 in between, and an oil passage 82 communicating with the first pilot hydraulic chamber 73 is bored in the radial direction in the valve body 72. Ru.

In this idle release valve 70, when the throttle pressure pt of the second pilot hydraulic chamber 74 is smaller than the spring force of the spring 75, the valve body 72 is in the first switching position shown in the figure.
The oil passage 71 connects to the first pilot hydraulic chamber 73 via an oil passage 82.
That is, the oil passage 63 is communicated with the oil tank R, and the oil passage 63 is isolated from the oil passage 71. Further, the second replenishment oil passage 77 is communicated with a third replenishment oil passage 78 via an annular groove 80, and the pressure oil from the hydraulic pump P is regulated in flow rate by the throttle 76 and is then transferred from the third replenishment oil passage 78 to the torque converter. It is replenished within T. Also, when the throttle pedal is depressed, the throttle pressure pt increases, and the spring 7
5, the valve body 72 switches to the second switching position. In this second switching position, the oil passage 63 is communicated with the oil passage 71 via the annular groove 81, and the second replenishment oil passage 77 is isolated from the third replenishment oil passage 78.

In this way, the idle release valve 70 releases the hydraulic cylinder 14 when the throttle opening is in the idle position.
At the same time as releasing the hydraulic pressure of the torque converter T, pressure oil is replenished into the torque converter T to release the engagement of the direct coupling clutch Cd, that is, release the lockup of the torque converter T.

Next, to explain the operation of this embodiment, the engagement capacity of the direct coupling clutch Cd is transferred to the hydraulic cylinder 14 through the oil passage 71.
Since it is determined by a function of the differential pressure between the working pressure supplied to the torque converter T and the internal pressure supplied to the torque converter T via the inlet oil passage 34, it is only necessary to increase the working pressure during high-speed cruising which requires a large engagement force. In this case, the engagement force tends to be insufficient. For this reason, attempts are made to set the internal pressure of the torque converter T as low as possible by, for example, lowering the opening pressure of the pressure holding valve 36 or increasing the degree of restriction of the throttle 33. Since it is determined only by the internal pressure of the converter T, the release force is also reduced, and the lock amplifier release response when the foot is suddenly removed from the throttle pedal is also inferior. However, according to the present invention, when the throttle pedal is in the idle position, the second and third supplementary oil passages 77, 78 are communicated with each other due to the function of the idle release valve 70, and the pressure oil from the hydraulic pump P is transferred to the torque converter T. Further supplies will be provided within. Therefore, the internal pressure of the torque converter T increases, and release of lockup is promoted.

In addition, if you take your foot off the throttle pedal while the vehicle is running and perform a gear shift operation, for example, when you take your foot off the throttle pedal in an accelerating state to perform a shift amp, or when you shift down after decelerating, the throttle pedal By taking your foot off the pedal, the pressure oil from the hydraulic pump P is guided into the torque converter T as described above, and the line chamber Pl is lowered by that amount. As a result, the engagement speed of the newly engaged clutch becomes gentle, and the shift shock is greatly alleviated.

When it is desired to further increase the effect of mitigating the shift shock, instead of using a line that replenishes pressure oil from the hydraulic pump P through the second replenishment oil passage 77, the 1-2 shift valve V1 and the 2-
A replenishment oil passage may be provided from the downstream side of the throttle 43 in the oil passage 4 42 between the three shift valves V and the idle release valve 70, in which case the throttle 4
The throttling effect of 2 promotes the decrease in oil pressure and further alleviates the shift shock.

As described above, according to the first invention, the replenishment oil passage connecting the hydraulic pressure source and the inside of the torque converter is provided independently, and the switching means is set to the replenishment oil passage in the switching position when the throttle opening is at the idle position. Since it is configured to open, when the throttle pedal is released, the internal pressure of the torque converter is increased, and the lock-up state of the torque converter caused by the direct coupling mechanism is thereby quickly released.

According to the second invention, in addition to the configuration of the first invention, surplus pressure oil from the regulator valve for regulating the oil pressure to other hydraulic operating parts is introduced into the inlet oil path of the torque converter. Since the regulator valve is connected and an independent replenishment oil passage is provided which branches from between the regulator valve and the hydraulic pressure source and leads into the torque converter, when the foot is released from the throttle pedal, the effect of the first invention is achieved. In addition to this, due to a temporary drop in the hydraulic pressure to other hydraulic operating parts,
The operation for establishing a newly established gear position becomes gradual, and the shift shock is alleviated.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention, and FIG. 1 is a schematic diagram of an automatic transmission for an automobile with four forward speeds and one reverse speed to which the present invention is applied, FIG. 2 is a hydraulic control circuit diagram, and FIG. Figure 3 is an exploded view of the main parts of the direct coupling clutch. 70... Idle release valve 77 as a switching means.
78...Replenishment oil path, Cd...Direct coupling clutch as direct coupling mechanism, M...Auxiliary transmission, P...Hydraulic pump as hydraulic source, R...Oil tank, T...Torque Converter, Vr...regulator valve 7

Claims (1)

[Claims] +11 A hydraulic torque converter connected in series to an auxiliary transmission capable of selectively changing speed ratios of a plurality of different stages; A direct coupling mechanism that can directly mechanically connect the output member of the torque converter with a retention capacity determined by a function of the differential pressure with the internal pressure of the torque converter; when the throttle opening is at the idle position, the direct coupling mechanism A direct connection control device for a torque converter in an automatic transmission for a vehicle, comprising: a switching means having a switching position for releasing operating pressure to an oil tank; A direct-coupled control device for a torque converter in an automatic transmission for a vehicle, wherein the switching means is configured to open the replenishment oil passage at a switching position when a throttle opening is at an idle position. (2) A hydraulic torque converter connected to an auxiliary transmission capable of selectively switching between multiple different speed ratios; an operating pressure acting on the engagement side and an internal pressure of the torque converter acting on the release side; A direct coupling mechanism that can mechanically directly connect the output member of the torque converter with a retention capacity determined by a function of differential pressure; and the operating pressure of the direct coupling mechanism is transferred to the oil tank when the throttle opening is at the idle position. A direct-coupled control device for a torque converter in an automatic transmission for a vehicle, comprising a switching means having a switching position that opens; and a regulator valve in an inlet oil path of the torque converter for regulating the pressure of oil pressure to other hydraulic operating parts. The regulator valve is connected to guide excess pressure oil from the hydraulic pressure source, and a replenishment oil passage is independently provided between the regulator valve and the hydraulic pressure source and leads into the torque converter, and the switching means is configured to control the throttle opening. 1. A direct-coupled control device for a torque converter in an automatic transmission for a vehicle, characterized in that the replenishment oil passage is opened at a switching position when the transmission is at an idle position.