JPS61130659A - Stator blade angle control method for hydraulic torque converter - Google Patents

Abstract

PURPOSE:To obtain excellent starting acceleration and fuel economy by adjusting the blade angle of adjustable stator blades. CONSTITUTION:When a vehicle is started, electric current to a solenoid valve 40 is cut. In consequence, the valve element 42 of the solenoid valve 40 is put in closed valve position, and line oil pressure is applied to the control port 33 of a stator blade angle control valve 30 to put the spool valve 32 thereof in lower position so that a port 31 is connected to a drain port 36, and line oil pressure in an oil pressure chamber 17 is released to put a servo piston 16 in the lefthand position, so that each of stator blades 14 is positioned in high angle position. Further, the vehicle speed V detected by a vehicle speed sensor 52 is judged, and, if it is in a normal running speed, electric current is started to be sent. Thus, the valve element 42 of the solenoid valve 40 opens to release the oil pressure in the control port 33 of the stator blade angle control valve 30, and the stator blades 14 are positioned in low blade angle position.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to a method for controlling the stator blade angle of a hydraulic torque converter incorporated in an automatic transmission used in vehicles such as automobiles, and in particular to a method for controlling the stator blade angle of a hydraulic torque converter incorporated in an automatic transmission used in a vehicle such as an automobile. The present invention relates to a stator blade angle control method for a hydraulic torque converter.

BACKGROUND OF THE INVENTION Hydrodynamic torque converters used in automatic transmissions for vehicles are generally of a three-element, two-phase type that includes a pump, a turbine, and a stator. Various specifications such as torque ratio, input shaft torque coefficient, and speed ratio change depending on the size of the angle, and the higher the blade angle of this stator blade, the input shaft torque coefficient,
In other words, the capacity coefficient decreases and the torque ratio and stall rotational speed increase, which improves power performance, and conversely, the lower the blade angle of the stator blades, the higher the capacity coefficient, which improves fuel economy. It is known to improve sexual performance.

Problems to be Solved by the Invention Hydraulic torque converters that have been commonly used in the past are of a fixed stator type that does not change the inside of the stator.For this reason, some conventional hydraulic torque converters have the trade-off relationship described above. It is not possible to achieve both power performance and fuel economy, and compromise measures are taken, making it impossible to bring out both to their full potential.

4 has excellent power performance when a large acceleration force is required!
7, and on the other hand, in order to obtain excellent fuel economy during steady driving that does not require acceleration, it is preferable that the performance type of the hydraulic torque converter is one that emphasizes power performance and one that emphasizes fuel economy depending on the driving condition. There should be no change between types.

A variable blade angle type hydraulic torque converter equipped with movable stator blades that changes the installation angle (blade angle) is known as a hydraulic torque converter that changes the performance type. It is introduced on page 54 of the mechanical design series "Design of Fluid Power Transmission Devices" published by the company.

The present invention provides a stator blade angle control method for a hydraulic torque converter, which effectively utilizes the variable blade angle type hydraulic torque converter to control the performance type of the hydraulic torque converter to appropriately change depending on the operating condition. is intended to provide.

Means for Solving the Problems According to the present invention, in a stator blade angle control method of a variable blade angle type hydrodynamic torque converter equipped with movable stator blades that change the mounting angle, This is achieved by a stator blade angle control method characterized in that the blade angle of the movable stator blade is set to a high angle of view when the vehicle starts, and the blade angle of the movable stator blade is set to a low angle of view during steady running.

Effects and Effects of the Invention According to the stator blade angle control method according to the present invention, the stator blade angle of the hydraulic torque converter becomes a high blade angle when the vehicle starts, which requires a large acceleration force, so that the output of the prime mover can be sufficiently extracted. As a result, it has become possible to obtain excellent starting acceleration with good responsiveness based on excellent power performance.In contrast, during steady running where no acceleration force is required, the stator blade angle is reduced to a low blade angle. This will improve fuel economy.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will now be described in detail by way of embodiments with reference to the accompanying drawings.

FIG. 1 schematically shows the configuration of an apparatus for carrying out a method for controlling a stator blade angle of a hydraulic torque converter according to the present invention. In the figure, numeral 1 indicates the entire automatic transmission for a vehicle, and the automatic transmission for a vehicle 1 itself is well known, and includes a pump impeller 2 and a turbine blade 1!
3 and a movable stator impeller 4, and an input shaft 6 is drivingly connected to the turbine impeller 3, which is an output member of the hydraulic torque converter 5, to generate an output. It has a gear transmission device 7 as an auxiliary transmission device in which a shaft 8 is drivingly connected to a driving wheel via a propulsion shaft and a differential gear device (not shown), and a pump which is an input member of the hydraulic torque converter 5. The impeller 2 is drivingly connected to an output shaft 101 of an internal combustion engine 100 so that rotational power can be applied to the pump impeller 2 from the internal combustion engine 100.

The gear transmission 7 may be a general gear transmission of the planetary gear type, and may include a plurality of Iv! transmissions such as hydraulically operated clutches and brakes. By selectively engaging and operating the frictional engagement devices in a predetermined combination, the gears are switched between a plurality of gears, for example, to achieve four forward speeds and one reverse speed.

An example of a specific structure of the variable blade angle hydraulic torque converter 5 is shown in FIG. The movable stator impeller 4 has an annular stator hub 10, which is rotatably supported by a fixed shaft 12 via a one-way clutch 11 in only one direction. A plurality of stators 1114 are tiltably attached to the stator hub 10 by respective pivots 13, and the stator blades can each be moved between a high blade angle position and a low blade angle position. Each of the pivots 13 has a crank portion 1 formed at one end thereof.
It is drivingly connected at 5 to a servo piston 16 in the stator hub 10 . When no hydraulic pressure is supplied to the hydraulic chamber 17, the servo piston 16 is positioned at the left position as shown by the spring force of the compression coil spring 18 to bring the stator blades 14 to a high blade angle position; When a hydraulic pressure higher than a predetermined value is supplied to the chamber 17, the stator member 14 is moved from the left position to the right in the figure against the spring force of the compression coil spring 18 to bring the stator member 14 to a low blade angle position. It has become.

The hydraulic chamber 17 is connected to the boat 31 of the stator blade angle control valve 30 via oil passages 19, 20, 21, and is selectively supplied with hydraulic pressure.

The stator blade angle control valve 30 has a spool valve 32, which is operated by the spring force of a compression coil spring 34 when no oil pressure is supplied to the control boat 33, as shown in the left half of the figure. The boat 31 is separated from the drain boat 36 and connected to the line oil pressure supply boat 35 at an upper position such that the boat 31 is separated from the drain boat 36 and connected to the line oil pressure supply boat 35. On the other hand, when oil pressure is being supplied to the control boat 33, the boat 31 is separated from the drain boat 36 and is connected to the line oil pressure supply boat 35. The boat 31 is lowered to a lower position as shown in the right half of the figure, and the boat 31 is separated from the line oil pressure supply boat 35 and connected to the drain boat 36. A drain oil passage 38 having a throttle 37 is connected to the drain boat 36, so that the oil in the hydraulic chamber 17 is drained at an appropriate low speed.

Line hydraulic pressure is selectively supplied to the control boat 33 according to the opening and closing of the solenoid valve 40. Solenoid valve 40
has a valve element 42 that opens and closes the drain boat 41, and when the electromagnetic coil 43 is not energized, the valve element is in the closed position where the drain boat 41 is closed by the spring force of the compression coil spring 44. On the other hand, when the electromagnetic coil 43 is energized, the drain boat 4 resists the spring force of the compression coil spring 44 due to its electromagnetic action.
1 and is located at the valve opening position where it is opened. Therefore, when the electromagnetic coil 43 of the electromagnetic valve 40 is energized, the spool valve 32 of the stator blade angle control valve 30 is located in the upper position, thereby supplying line hydraulic pressure to the hydraulic chamber 17. On the other hand, when the electromagnetic coil 43 of the electromagnetic valve 40 is not energized, the valve element 32 of the stator blade angle control valve 30 is located in the lower position, and the line hydraulic pressure in the hydraulic chamber 17 is discharged.

As shown in FIG. 1, the engagement operation of the frictional engagement device of the gear transmission 7 is performed by a hydraulic control device 50. The hydraulic control device 50 may have a well-known general structure, and includes two electromagnetic valves 45 and 46 and a manual shift lever 51 that is operated by hand.
It has a manual shift valve and a speed change valve (not shown) which are switched by a manual shift valve and a variable speed valve (not shown), and the supply and discharge of hydraulic pressure to the frictional engagement device is controlled by opening and closing electromagnetic valves 45 and 46, respectively. The basic structure of this hydraulic control device 50 is disclosed in a patent application filed in 1973 by the same applicant as the present applicant.
It has already been proposed in Japanese Patent Application No. 5-69110, and if a more detailed explanation of this hydraulic control is required, please refer to the specification and drawings of Japanese Patent Application No. 55-69110.

The electric control device 60 receives information related to the vehicle speed from the vehicle speed sensor 52 and the internal combustion engine 10 from the throttle opening sensor 53.
0 throttle opening, in other words, the amount of depression of the accelerator pedal, and the shift position sensor 54 provides information regarding the shift range in which the manual shift range is set, and the solenoid valve 40. 45 and 46 are controlled.

Next, an example of the method for controlling the stator blade angle of an automatic transmission for a vehicle according to the present invention using the electric control device 6o as described above will be described with reference to the flowchart shown in FIG.

In the first step 1, the flag F is initialized to 0. After step 1, proceed to step 2.

In step 2, information is taken in from various sensors. After step 2, proceed to step 3.

In step 3, it is determined whether flag F is 1 or not. Flag F is a flag indicating the blade angle position of stator blade 14, and when F=1, stator blade 1
4 is when the angle of view is high, and when F=1 is not, it is when the stator blade 14 is at the low angle of view position. When F=1, the process proceeds to step 7, whereas when F=1, the process proceeds to step 4.

In step 4, it is determined whether the vehicle speed V detected by the vehicle speed sensor 52 is equal to or less than vset, which is zero or close to zero. When V<V set, the process proceeds to step 5, whereas when v<V set, the process returns to step 2.

In step 5, it is determined whether the throttle opening θ detected by the throttle opening sensor 53 is larger than a predetermined value θset corresponding to the intermediate opening. θ〉θ
If it is set, proceed to step 6, and on the other hand, θ〉
If it is not θset, return to step 2.

Step 6 is a step that is executed when the vehicle speed V is below the predetermined value V set and the throttle opening θ is greater than the predetermined field θ set, that is, when the vehicle starts. will be stopped. As a result, the valve element 42 of the solenoid valve 40 is in the closed position, and line hydraulic pressure is supplied to the control boat 33 of the stator blade angle control valve 30, the spool valve 32 of which is shown in the right half of FIG. The boat 31 is connected to the drain boat 36, the line hydraulic pressure in the hydraulic chamber 17 is discharged, the servo piston 16 is located in the left position as shown, and each of the stator ports 14 is Located at a high wing angle position. Therefore, at this time, the blade angle of the stator pallet 14 becomes a high internal angle.

In step 7, it is determined whether a predetermined time has elapsed since the high wing angle command was started.

If the predetermined time has elapsed, the process proceeds to step 9, whereas if the predetermined time has not elapsed, the process proceeds to step 8.

In step 8, it is determined whether the vehicle speed V detected by the vehicle speed sensor 52 is greater than a predetermined intermediate speed value vh. When V>Vh, the process proceeds to step 9; on the other hand, when v>Vh, the process returns to step 2.

In step 9, energization of the solenoid valve 40 is started. This allows the valve element 42 of the solenoid valve 40 to
When the valve is opened, the hydraulic pressure of the control boat 33 of the stator blade angle control valve 30 is discharged, and the spool valve 32 of the control boat 33 is located at the upper position as shown in the left half of FIG.
is connected to the line oil pressure supply boat 35, line oil pressure is supplied to the oil pressure chamber 17, the servo piston 16 moves to the right in the figure against the spring force of the compression coil spring 18, and the stator blade 14 moves to the lower side. It will be located in a corner position. Therefore, at this time, the blade angle of the stator blades 14 becomes a low blade angle.

By performing control according to the flow chart as described above, when the vehicle starts, the blade angle of the stator blades is set to the Takaoka angle to obtain torque converter performance that emphasizes power performance, and during steady driving after the vehicle starts, the blade angle of the stator blades is set to the Takaoka angle. The angle is set to a low blade angle to obtain torque converter performance that emphasizes fuel economy, thereby achieving both excellent starting acceleration performance and fuel economy.

In the above-mentioned embodiment, a large acceleration force is required when a predetermined period of time passes after the stator blade angle is set to a high blade angle when the vehicle starts, or when the vehicle speed reaches a predetermined value. The blade angle of the stator blades is set to a low blade angle assuming that the vehicle has started, but the timing to switch the stator blade blade angle from a high blade angle to a low blade angle after the vehicle has started is when the engine speed has decreased after the vehicle has started. It may be when the value has decreased. A flowchart of this control is shown in FIG.

It is gear transmission 7 that causes the engine speed to drop after the vehicle starts.
This is when the speed is changed or when the throttle opening of the internal combustion engine 100 is reduced, and at these times the blade angle of the stator may be set to a low blade angle.

The switching of the stator blades 14 from the high blade angle position to the low blade angle position is performed by discharging the hydraulic pressure in the hydraulic chamber 17, and this oil draining speed is controlled to a low speed by the throttle 37, so that the stator blades 14 The changeover from the high blade angle position to the low blade angle position is performed at a relatively low speed, and this changeover avoids sudden changes in m frontage rotation speed.

This switching may be performed in the inertia phase region during gear shifting in order to make it difficult for the occupants to feel the change in engine speed due to the change in the stator blade angle from the Takaoka angle to a lower blade angle. Detection of this inertia phase region is performed by detecting a decrease in the engine speed after a shift decision is made or by measuring the time after the start of a shift decision.

FIG. 5 is a flowchart of control based on a method of detecting a decrease in engine speed after determining a gear shift.

FIG. 6 is a flowchart of control using a method of detecting an inertia phase region during a shift by measuring time from the start of the shift determination.

Although the present invention has been described in detail with respect to specific embodiments above, the present invention is not limited to these, and it is understood that various embodiments can be made within the scope of the present invention. It will be clear to those skilled in the art.

[Brief explanation of drawings]

FIG. 1 is a schematic configuration diagram schematically showing the configuration of an apparatus for implementing the stator blade angle control method of a hydraulic torque converter according to the present invention, and FIG. A vertical cross-sectional view showing an example of a specific structure of the variable blade angle type hydraulic torque converter used, and FIGS. 3 to 6 are flowcharts showing an example of the implementation procedure of the stator blade angle control method according to the present invention. . 1... Vehicle automatic transmission, 2... Pump impeller, 3
... Turbine impeller, 4... Movable stator impeller,
5...Variable blade angle hydraulic torque converter, 6...
Input shaft, 7... Gear transmission, 8... Output shaft, 10
...Stator hub, 12...Fixed shaft, 13...Pivot, 14...Stator blade, 15...Crank part, 1
6... Servo piston, 17... Hydraulic chamber, 18...
・Compression coil spring, 19.20, 21...oil passage, 30
...Stator blade angle control valve, 31...Boat, 32.
...Spool valve, 33...Control boat, 34...Compression coil spring, 35...Line hydraulic supply boat, 36
... Drain boat, 37... Throttle, 38... Drain oil path, 40... Solenoid valve, 41... Drain boat,
42... Valve element, 43... Electromagnetic coil. 44... Compression coil spring, 45.46... Solenoid valve,
5) 0...Hydraulic control device, 51...Manual shift lever 152...Vehicle speed sensor, 53...
Throttle opening sensor, 54... Shift position sensor, 60... Electric control device, 100... Internal combustion engine, 101... Output shaft

Claims (1)

[Claims] In a stator blade angle control method for a variable blade angle hydraulic torque converter equipped with movable stator blades that change the mounting angle, the blade angle of the movable stator blades is set to a high blade angle when the vehicle is started;
A stator blade angle control method characterized by setting the blade angle of a movable stator blade to a low blade angle during steady running.