JPS61278659A - Clutch operation controller for fluid torque converter in transmission for car - Google Patents

Abstract

PURPOSE:To improve fuel consumption and lighten speed-change check by installing an opening/closing valve which corresponds to the oil pressure in an oil discharge passage connected to the oil passage of a hydraulic engagement element through a shift valve and is closed under high pressure. CONSTITUTION:The clutch 21 of a torque converter 4 is connection/dis connection-controlled by a control valve 23. The first and the second opening/ closing valves 24 and 25 in pairs are installed in series into the eleventh oil passage L11. The first oil chamber 25b and the second oil chamber 35c are formed in the second opening/closing valve 25, and each oil pressure in the first and the second oil discharge passages LD1 and LD2 connected to the hydraulic clutches C2 and C3 for the second and third speed through the second shift valve 102 is input into the first and the second oil chambers 15b and 15c, and when each oil pressure in the oil discharge passages LD1 and LD2 is rela tively high, the second opening/closing valve 25 is closed. Therefore, the clutch can be connected over the establishment region in a plurality of transmission systems, and fuel consumption can be improved, and speed-change shock can be lightened.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an operation control device for a clutch for a fluid torque converter in a vehicle transmission, and more particularly, the present invention relates to an operation control device for a clutch for a fluid torque converter in a vehicle transmission, and more specifically, a fluid torque converter equipped with a multi-stage transmission system. The present invention relates to an operation control device for a clutch provided to mechanically connect an input side and an output horn side of a fluid torque converter in a vehicle transmission in which a hydraulically operated auxiliary transmission is connected.

(Prior art) Conventionally, as a 5A device of this kind, for example, Japanese Patent Application Laid-Open No. 58-1342
According to Publication No. 65, a control valve is provided to control the connection and disconnection of a clutch that mechanically connects the input side and the output side of a fluid torque converter, and the control valve is used when establishing the transmission system of the highest gear of the auxiliary transmission. It is known that the clutch is switched to the clutch engagement position for high-speed cruising and the clutch is engaged to prevent slippage in the fluid torque converter and thereby improve fuel efficiency.

(Problems to be Solved by the Invention) In the above, the clutch is connected even when a transmission system at a lower speed than the transmission system at the highest speed is established, and the predetermined setting of the auxiliary transmission is performed in order to further improve fuel efficiency. inputting hydraulic pressure of an oil supply path connected via a shift valve to a plurality of hydraulic engagement elements establishing each of the plurality of transmission systems to a control valve to switch the control valve to a clutch engagement position; It is conceivable that the clutch can be connected even when any of these transmission systems is established by supplying oil from the oil supply path to any of the hydraulic engagement elements through the shift valve, but this The case control valve receives hydraulic pressure from the oil supply path and is held at the clutch engagement position even during gear changes due to switching of oil supply and discharge to these hydraulic engagement elements via the shift valve, so the clutch engagement is prevented. However, there is a problem in that the shift shock becomes large when the gears are shifted in a certain state, so it is desirable to be able to temporarily disengage the clutch when shifting the gears.

An object of the present invention is to provide a device that meets such demands.

(Means for Solving the Problems) In order to solve the above problems, the present invention connects a hydraulically actuated auxiliary transmission equipped with a multi-stage transmission system to a fluid torque converter, and establishes each transmission system. The vehicular transmission is configured to change the speed of the auxiliary transmission by switching and controlling oil supply and discharge to each hydraulic engagement element using a shift valve, the transmission being configured to change the gears of the auxiliary transmission, wherein the input side and the output side of the fluid torque converter are connected to each other. A mechanically coupled clutch and a control valve for controlling connection/disconnection of the clutch are provided, and the system is connected to a plurality of hydraulic engagement elements corresponding to a plurality of predetermined transmission systems of the auxiliary transmission via the shift valve. An oil passage is provided for inputting the oil pressure of the oil supply passage to the control valve, and the control valve is switched to a clutch engagement position for connecting the clutch by inputting oil pressure through the core oil passage. characterized in that the oil passage is provided with an on-off valve that closes while the pressure is relatively high in response to the oil pressure of the oil drainage passage connected to the plurality of hydraulic engagement elements via the shift valve. shall be.

(Function) When shifting the auxiliary transmission, pressure oil from the release side hydraulic engagement element flows into the oil drain path via the shift valve, and the hydraulic pressure in the oil drain path temporarily increases. The on-off valve is closed by this oil pressure, so that the oil pressure in the oil supply path is no longer input to the control valve, and the control valve is switched from the clutch connection position to the clutch disconnection position, the clutch is disconnected, and then the oil drain path is input to the control valve. When the oil pressure decreases and the opening/closing valve opens, the control valve returns to the clutch connection position due to the oil pressure input from the oil supply path, and the clutch is connected again.

(Example) Embodiments of the present invention will be described based on the drawings.

In Figure 1, (1) is the engine, (2) is the drive wheel of the vehicle, (
3) indicates a vehicle transmission that connects the engine (1) and the drive wheels (2), and the transmission (3) includes a fluid torque converter (4) and a transmission with three forward speeds and one reverse speed. It consists of a hydraulically operated auxiliary transmission m (5).

The auxiliary transmission (5) includes the fluid torque converter (4)
A 1st to 3rd speed forward transmission system (
G1) (G2) (G3) and a reverse transmission system (GR), each hydraulic clutch for 1st to 3rd speeds as a hydraulic engagement element for each forward transmission system (Gl) (G2) (G3) (C1)
(C2) (C3) intervenes, and each transmission system (Gl) is engaged by engaging each hydraulic clutch (C1) (C2) (C3).
(G2) and (G3) are selectively established, and the reverse transmission system (GR) shares the 2nd speed transmission system (G2) and the 2nd speed hydraulic clutch (C2). G2)
(Glt) is established by switching to the right reverse side in the drawing of the selector gear (6). In the drawing, (7) is a one-way clutch that intervenes in the first-speed transmission system (G1) and operates to allow over-rotation of the output shaft (5b).

Each of the hydraulic clutches (CI) (C2) (C3) has its supply of 1 F oil controlled by a hydraulic circuit shown in FIG. 8
), a manual valve that can be switched to 5 positions: "P" for parking, "R" for reverse, [N] for neutral, I'DJ for automatic shifting, and "2" for holding 2nd gear. 9), a shift valve (IG) that is switched and operated according to the vehicle speed and throttle opening, and a servo valve Ov for forward/reverse switching that connects the aforementioned selector gear (6), and a manual valve (9). 1D'' position, the first oil passage (Ll) for oil supply connected to the hydraulic pressure source (8) is connected to the second oil passage ([2) connected to the shift valve aO, and the second oil passage ([2) The third oilway branched from
[3] to the 1st speed hydraulic clutch (C1), and to the 2nd and 3rd speed hydraulic clutches (C2) through the shift valve (10),
(C3) is now refueled. Here, the shift valve 00 is a first shift valve (10 +
) and a second shift valve (10
(10+) (102)
A governor pressure according to the vehicle speed from the governor valve (+21) is applied to one end, that is, the right end, and a throttle pressure according to the throttle opening from the first throttle valve (13+) is applied to the left end, as shown by Xl in Fig. 3. If the vehicle speed increases beyond the 1st-2nd gear shift characteristic line, the first shift valve (10+) moves from the 1st gear position on the right side to the 2nd gear position on the left side, and the second oil passage (L2) shifts to the 2nd gear position on the left side. It is connected to the fifth oil passage ([5) on the outflow side of the second shift valve (102) via the fourth oil passage ([4)], and the fifth oil passage ([5] The 2nd speed hydraulic clutch (C2) is refueled through the 6th oil path ([6) connected to L5), the 1st gear is shifted up to the 2nd gear, and the vehicle speed is changed to x in Fig. 3. 2, the second shift valve (102) moves from the second gear position on the right side to the third gear position on the left side, and the fourth oil passage (L4) shifts to the third gear position. 5
The seventh oil passage (Ll) that connects the oil passage (L5) to the third-speed hydraulic clutch (C3), and the fifth oil passage ([5)] connect to the first oil drainage passage ([5]).
101) and a two-speed hydraulic clutch (C2).
The oil is drained from the engine and the 3rd speed hydraulic clutch (C3) is refilled, and the gear is shifted up from 2nd speed to 3rd speed.

Furthermore, due to deceleration, the second shift valve (102) returns to the second gear position on the right side, and the fourth oil passage (L4) is connected to the fifth oil passage (L5) and the seventh oil passage (Ll) as described above. ) is the second oil drain path (102
), draining oil from the 3rd speed hydraulic clutch (C3) and supplying oil to the 2nd speed hydraulic clutch (C2),
The gear is downshifted from 3rd gear to 2nd gear.

In the drawing, q/D is a regulator valve (15+) (152) that regulates the hydraulic pressure supplied from the hydraulic source (8) to a constant line pressure.
1 shows two-stage and three-stage accumulators that are connected to the hydraulic clutches (C2) and (C3) for 2nd and 3rd speeds, respectively, and each accumulator (151) (152) is connected to a throttle valve (132) from a second throttle valve (132). Throttle pressure corresponding to the opening amount was used as back pressure.

The fluid torque converter (4) has one side input case CI connected to the crankshaft (1a) of the engine (1).
The drive shaft (5a) of the auxiliary transmission (5) is inserted into the internal space (■) surrounded by
), and a stator wheel (1) between the two blade wheels 009. It is equipped with a clutch (2) which can be freely connected and disconnected to mechanically connect the two. Mechanical torque transmission is provided through the clutch (2).

Various clutches are used for the clutch (2), such as a multi-disc friction clutch or a one-sided clutch, but the one shown is a single-disc friction clutch, and the clutch plate (21a) is connected to the input case ae and the turbine wheel a9. The clutch plate (2) is disposed in the gap so as to be movable in the axial direction and connected to the two turbine wheels (a) via the damper spring (21b).
The hydraulic pressure in the control chamber between this and the input case αG is applied to the − side of 1a), and the hydraulic pressure in the internal gap (IIID, that is, the torque converter pressure) is applied to the other side, and the exhaust from the control chamber is applied. According to oil, the clutch plate (21a) is pushed by the torque converter pressure and is frictionally engaged with the input case qe, and when oil is supplied to the control chamber, it is separated from the input case ae. A control valve is provided to switch between the clutch and the disconnected state and to switch the supply and discharge of oil to and from the control chamber, and the control valve controls the connection and disconnection of the clutch.

The control valve ■ is located on the right side, which connects the 8th oil passage ([8) leading to the regulator valve a/D to the 9th oil passage ([9)] leading to the control room to supply oil to the control room. Clutch disengagement position (
The position M) shown in the figure and the eighth oil passage (S8) are connected to the internal space l'Ie.
Connected to the 10th oil passage (LIO) connected to the gap ('1
8 and the 9th oil passage ([9) to the oil drain boat (23a
) can be freely switched to the left clutch connection position where oil is drained from the illumination chamber.The oil chamber (23b) on the right side of the control valve clutch(
The 11th oil passage branched from the fourth oil passage (L4), which is an oil supply passage connected to C2) (C3) via the second shift valve (102).
Connect the oil passage (111) and connect the 2nd and 3rd speed transmission system (G2
) (G3) and when line pressure is input to the oil chamber (23b) from the fourth oil passage ([4) through the eleventh oil passage (111), the left end spring of the control valve (23c), the clutch is switched to the clutch connection position, and the clutch (2) is connected.

Note that the 11th oil passage (Lll) includes a pair of first and second on-off valves Q/! ■ shall be interposed in series, and the first on-off valve [
phase] is pressed to the left opening side by the governor pressure from the governor valve az and to the right closing side by the throttle pressure from the spring (24a) and the first throttle valve (13+). The second opening/closing valve (2) shall be pressed to the right opening side by the throttle pressure from the second throttle valve (132), and the throttle opening shall be at a predetermined level. When the opening degree is 00 or more, the valve ■ is pressed against the rightmost spring (
25a), and the line pressure from the fourth oil passage ([4) is input to the control valve (2) in the shaded area in FIG. is now switched to the clutch engagement position.

In order to share the second on-off valve (2) with the on-off valve that is a feature of the present invention, a first oil chamber (25b) at the right end that presses the second on-off valve (2) toward the left closing side and an intermediate oil chamber (25b) 2nd oil chamber (2
5c), and a 2nd and 3rd speed hydraulic clutch (C2H
C3) via the second shift valve (102), the oil pressure of the first and second oil drain passages (101) and (102) are respectively input to the first and second oil chambers (25b) and (25C). When the oil pressure of the 8th oil drain path (LDl) (LG2) is relatively high, the 2nd oil drain path (LDl) (LG2)
The on-off valve ■ was made to close.

In the drawing, ■ indicates a check valve that maintains the torque converter pressure at a relatively high pressure when clutch ■ is engaged.

To explain the operation of the above device, when shifting up from 2nd speed to 3rd speed, the first oil drain path (LDI) is connected to the 2nd speed hydraulic clutch (C2) via the second shift valve (102). ,
Relatively high pressure oil from the hydraulic clutch (C2) flows into the first oil drain path (LDI), and the oil pressure in the oil drain path (LDI) temporarily increases, and this oil pressure causes the second opening/closing. The input to the first oil chamber (25b) of the valve ■ closes the on-off valve ■, and the input of line pressure to the control valve via the 11th oil passage (Lll) is cut off, causing the control valve to close. switches to the clutch disengaged position,
Clutch ■ is disconnected.

Then, the shift up is completed and the first oil drain path (LDI)
When the oil pressure of the control valve decreases, the second on-off valve (132) is opened again by the pushing force toward the opening side due to the throttle pressure from the second slot valve (132), and the control valve is returned to the clutch engagement position and the clutch is closed. 0 is reconnected.

Also, when downshifting from 3rd gear to 2nd gear, the oil pressure in the second oil drain path (LD2) connected to the 3rd gear hydraulic clutch (C3) via the second shift valve (102) temporarily increases. This is then input to the second oil chamber (25C) of the second on-off valve (2), which is closed in the same manner as above, and a downshift is performed with the clutch (2) disengaged.

Although an embodiment using a hydraulic clutch as a hydraulic engagement element has been described above, the present invention is also applicable to a planetary gear type transmission that uses other hydraulic engagement elements such as a hydraulic brake. .

(Effects of the Invention) As described above, according to the present invention, the clutches can be connected across the establishment areas of a plurality of transmission systems, and the speed change between these transmission systems can be performed with the clutches disengaged. It is possible to improve fuel efficiency and reduce shift shock, and its structure consists of an oil passage that guides the oil pressure from the oil supply passage to the control valve, and an on-off valve interposed between the oil passage and the oil passage that responds to the oil pressure from the oil discharge passage. It is sufficient to provide the following, and the structure is simple and can be obtained at low cost.

[Brief explanation of drawings]

FIG. 1 is a diagram of an example of a vehicle transmission to which the present invention is applied, FIG. 2 is a hydraulic circuit diagram thereof, and FIG. 3 is a diagram showing shift characteristics and clutch operating characteristics. (3) Vehicle transmission (4) Fluid torque converter (5) Auxiliary transmission (G1) (G2) (G3) Transmission system (CIHC2H
C3)...Hydraulic clutch (hydraulic engagement element) (10...
・Shift valve (L4)...4th oil path (oil supply path) (LDl) (LD2)...oil drain path■...clutch■...control valve (Lll)...11th oil path (Oil line that inputs the oil pressure of the oil supply line to the control valve) ■...Second on-off valve (on-off valve that responds to the oil pressure of the oil drain line) Two other people Figure 1 Figure 3 Storage L

Claims (1)

[Claims] A hydraulically actuated auxiliary transmission having a multi-stage transmission system is connected to the fluid torque converter, and the auxiliary transmission is controlled by switching and controlling oil supply and drainage to each hydraulic engagement element that establishes each transmission system using a shift valve. A vehicular transmission for changing gears of a vehicle, which includes a clutch that mechanically connects an input side and an output side of the fluid torque converter, and a control valve that controls connection and disconnection of the clutch, an oil passage for inputting hydraulic pressure of an oil supply passage connected to a plurality of hydraulic engagement elements corresponding to a plurality of predetermined transmission systems of the auxiliary transmission via the shift valve to the control valve; is configured to switch the clutch to a clutch engagement position in which the clutch is connected by inputting hydraulic pressure through the oil passage, wherein the oil passage is connected to the plurality of hydraulic engagement elements via the shift valve. 1. An operation control device for a clutch for a fluid torque converter in a vehicle transmission, characterized in that an on-off valve is provided which closes while the oil pressure in a drainage path is relatively high in response to the oil pressure in a drainage path.