JPS62124355A - Control of clutch for fluid torque converter in transmission for vehicle - Google Patents

Control of clutch for fluid torque converter in transmission for vehicle

Info

Publication number
JPS62124355A
JPS62124355A JP26267685A JP26267685A JPS62124355A JP S62124355 A JPS62124355 A JP S62124355A JP 26267685 A JP26267685 A JP 26267685A JP 26267685 A JP26267685 A JP 26267685A JP S62124355 A JPS62124355 A JP S62124355A
Authority
JP
Japan
Prior art keywords
clutch
valve
pressure
torque converter
oil passage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP26267685A
Other languages
Japanese (ja)
Inventor
Yoshimi Sakurai
桜井 義美
Takafumi Sakai
酒井 隆文
Keiichi Ishikawa
恵一 石川
Noboru Sekine
登 関根
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP26267685A priority Critical patent/JPS62124355A/en
Priority to GB8628128A priority patent/GB2183308B/en
Priority to CA000523711A priority patent/CA1273505A/en
Priority to DE3640139A priority patent/DE3640139C2/en
Priority to FR868616404A priority patent/FR2593439B1/en
Priority to US06/936,467 priority patent/US4768635A/en
Publication of JPS62124355A publication Critical patent/JPS62124355A/en
Pending legal-status Critical Current

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  • Control Of Fluid Gearings (AREA)

Abstract

PURPOSE:To improve the function of an engine brake, by detecting the variation of the operating of a throttle to less than a prescribed opening, and increasing the engaging force of the clutch of a fluid torque converter, in case that a decelerated travel is carried out by returning an accelerator pedal. CONSTITUTION:A pressure adjusting valve 28 which adjusts oil pressure supplied to the back pressure chamber 22 of the direct clutch 20 of a fluid torque converter is supplied with the output pressure Pm of the modulator valve 30 of the upstream side of a throttle valve B1 via an oil passage L14. And a cutoff valve 31 which closes when the opening of a throttle becomes less than a prescribed opening is intervened in the oil passage L14. Thus, even if in a vehicle speed range that the direct clutch 20 becomes in a slip condition, when the opening of a throttle becomes less than the prescribed opening, the engaging force of the direct clutch 20 is increased so that the function of an engine brake can be improved.

Description

【発明の詳細な説明】 (産業上の利用分野) 本発明は、重両用変速機にJ3【」る流体トルクコンバ
りタ用クラッヂ、即ら流体トルクコンバークの入力側と
出力側とを機械的に連結づべく設りるクララ1の制御方
法に関する。
DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention provides a hydraulic torque converter clutch for a J3 heavy-duty transmission, that is, a hydraulic torque converter that mechanically connects the input side and output side of the hydraulic torque converter. This invention relates to a method of controlling Clara 1, which is provided to be connected to the Clara 1.

(従来の技術) この種クラッチは、^速巡航時に流体トルクコンバータ
の入力側と出力側とを直結し、流体トルクコンバータで
の滑りを防止して燃費性を向上すべく設けられるもので
あるが、燃費性の一層の向上を図るには、クラッチの作
動領域を低車速側に拡大することが望まれる。
(Prior art) This type of clutch is provided to directly connect the input side and the output side of the fluid torque converter during high-speed cruising to prevent slippage in the fluid torque converter and improve fuel efficiency. In order to further improve fuel efficiency, it is desirable to expand the operating range of the clutch to the low vehicle speed side.

然し、低車速域でクラッチを直結作動させると、エンジ
ンからのトルク変動が出力側に伝)Yされて車体振動を
([じ易くなり、そこで比較的低速の車速域に43いて
クラッチをその滑りを許容する比較的低い係合力で作動
させ、エンジンのトルク変動をクラッチの滑りで吸収し
qるようにηることも従来知られている(例えば特願昭
60−193067号)。
However, when the clutch is operated directly in a low vehicle speed range, torque fluctuations from the engine are transmitted to the output side, causing vibrations in the vehicle body. It is also known in the past to operate the clutch with a relatively low engagement force that allows the engine torque fluctuations to be absorbed by clutch slippage (for example, Japanese Patent Application No. 193067/1982).

(梵明が解決しようとり−る問題魚) 上記のものでは、クラッチを滑り状態で作動させる所定
の車速域において、アクヒルペダルを戻して減速走行を
行う場合、クラッチの滑りにより充分なエンジンブレー
−1を得られない間題がある。。
(Problem that Brahma is trying to solve) In the above vehicle, when the accelerator pedal is released and the vehicle is decelerated in a predetermined vehicle speed range in which the clutch is operated in a slipping state, sufficient engine braking is applied due to the clutch slipping. There is a problem that cannot be resolved. .

本d明は、かかる問題点をVS決したクラッチの11I
I12I!1ノ法を捉供Jることをその目的とする。
The present invention is a clutch 11I that solves these problems.
I12I! Its purpose is to capture and provide the first method.

く問題点を解決11るための手段) 本発明では、1−記[」的を達成すべく、−[ンジンに
連結される流体トルクコンバータの入力側と出力側とを
機械的に連結りるクラッチを所定の中速域において該ク
ラッチの滑りを許容り−る比較的低い係合力で作動させ
るようにしたものにおいて、該車速域であって一4J1
ンジンのスOッ]−ル開度が所定開度を下回ったどきは
該クラッチの係合力を急増させるようにした。
Means for Solving the Problems 11) In the present invention, in order to achieve the object described in 1-1, the input side and the output side of a fluid torque converter connected to an engine are mechanically connected. In a vehicle in which the clutch is operated with a relatively low engagement force that allows the clutch to slip in a predetermined medium speed range,
When the engine throttle opening becomes less than a predetermined opening, the engagement force of the clutch is rapidly increased.

(作 用) アクセルペダルを戻して減速走1rを11う揚台、ス[
1ツ1〜ル聞度の所定開度以下への低下でクラッチの係
合力が急増してその滑りを生じにくくなり、1ンジンブ
レーキの効きが良くなる。
(Function) Return the accelerator pedal and decelerate 1r to 11.
When the clutch opening degree decreases below a predetermined opening degree, the engagement force of the clutch increases rapidly, making slippage less likely to occur and improving the effectiveness of the single engine brake.

(実施例) 第1図を参照して、(1)は1ンジン、(2)は車両の
駆動軸、(3)は該エンジン(1)と該駆動輪(2)と
を連結する重両用変速はを示し、1該変速機(3)は流
体トルクコンバータ(4)と、前進3段後進1段の変速
を行う補助変速Iff (!i)どで構成される。
(Example) Referring to Fig. 1, (1) is one engine, (2) is a drive shaft of a vehicle, and (3) is a heavy duty vehicle that connects the engine (1) and the drive wheels (2). 1. The transmission (3) is comprised of a fluid torque converter (4), an auxiliary transmission Iff (!i), etc., which performs three forward speeds and one reverse speed.

該補助変速機(5)は流体トルクコンバータ(4)に連
なる駆動軸(5a)と、駆動軸(2)に連なる?!!i
!IIJ(11+(5b)との間に、前進用の1速乃〒
3速の伝動系(G 1 ) (G2 ) (G31と、
後進伝動系(GR)とを備え、前進用の各伝動系(Gl
l(G2)(G3)に1速乃至3速の各FdlFi−ク
ラッチ(CIDC2)(C3)ヲ介入すt! ’C1該
各油圧クラッヂ(CI)(C2)(C3)の締結で法名
伝動系(G1)(G2)(G3)が選(R的に確立され
るようにし、又)々進伝動系(GR)は、2速伝動系(
G2)ど、2速油圧クラップ−(C2)を共用するらの
とし、両伝動系(G21(Gll)を選択するレレクタ
ギア(6)の図面で右方の彎進側への切換作動により確
立されるようにした。図面で(7)は1速伝動系(G1
)に介入したワンウェイクラッチで、被動軸(5b)側
のオーバー回転を許容すべく作動する。
The auxiliary transmission (5) has a drive shaft (5a) connected to the fluid torque converter (4) and a drive shaft (2) connected to the fluid torque converter (4). ! ! i
! Between IIJ (11+(5b)), 1st gear for forward
3-speed transmission system (G1) (G2) (G31 and
It is equipped with a reverse transmission system (GR), and a forward transmission system (Gl).
Intervene each FdlFi-clutch (CIDC2) (C3) of 1st to 3rd speed in l (G2) (G3)! 'C1 By connecting each hydraulic clutch (CI), (C2), and (C3), the transmission system (G1), (G2, and G3) is established in a selective (R) manner, and the transmission system ( GR) is a two-speed transmission system (
G2) It is assumed that the 2nd speed hydraulic clamp (C2) is shared, and both transmission systems (G21 (Gll) are selected by switching to the right side in the diagram of the rector gear (6)). In the drawing, (7) is the 1st speed transmission system (G1
) is operated to allow over-rotation of the driven shaft (5b).

前記各油圧クラッチ(C1)(C2)(C3)は例えば
第2図に丞づ油1[回路によりその給排油を制御される
ものぐ、これを詳述するに、該油圧回路は、油圧ポンプ
から成る油圧源(8)と、パーキング用のl P J 
、11)進用のIR]、ニュートラル用のIN」、自動
変速用のIf’)J、2速保持用の121の5位置に切
換自在のマニアル弁(9)と、中速とエンジンのスロッ
トル開度とに応じて切換作動されるシフト弁aoと、前
記したセレクタIY −i’ (f3)を連結りる前1
1:!進切換用のり一−ボ弁atどを廂え、マニアル弁
(9)のl’ D J位置Cは、油ル諒(8)に連イ【
る給油用の第1油路(Ll)がシフ1へ弁(101に連
なる第2浦路(12)に接続され、該第2油路(1゜2
)から分岐した第3浦路(シ3)を介して1速油II−
クラップ(C11ど、シフト弁(IOを介して2速3速
の各泪1圧クラッチ−(C21(C3)への給油が11
われるようにした。ここで該シフ1−弁aGは、中間の
第4油路(14)を介して互に接続した上流側の1速−
2速変速用の第1シフ1〜弁(10dと、下流側の2速
−3速変速用の第2シフ1−井(102)とから成るし
ので、該各行 (+01)  (102)の一端即らG
喘にガバJ弁(+21からの中途に応じたガバナ圧と、
左端←二第1スロツ1−ル弁 (13dからのエンジン
のスロットル開度に応じたス1]ツ1−ル圧とを作用さ
け、第3図にx+で示す1速−2速の変速特性線を越え
て車速か増加づれば、第1シフ1へ弁 (lo+)が右
側の1速位置から左側の2速位置に移動して、第2浦路
([2)が第4油路(L4)を介して第2シフト弁 (
102)の流出側の第5浦路([5)に接続され、マニ
アル弁(9)の「l〕」(i7置で該第5浦路(15)
に接続される第6油路(シロ)を介し−C2速油圧クラ
ッチ(C2)への給油が行われ、更に中速が第3図に×
2で示す2速−3速の変速Ff竹線を越えて増IJII
 rJると、第2シフト弁 (1021がイー左側の2
速位置から左側の3速位置に移動して第4浦路([4)
が第5油路(1,5)から3速i+I圧クシツブ(C3
)に連なる第7油路(17)に切換接続されて3速油圧
クラツチ(C3)への給油が1了われるようにした。
Each of the hydraulic clutches (C1, C2, and C3) has its oil supply and discharge controlled by an oil circuit, as shown in FIG. Hydraulic power source (8) consisting of a pump and l P J for parking
, 11) Manual valve (9) that can be switched to 5 positions: IR for advance], IN for neutral, If') J for automatic shift, 121 for holding 2nd gear, and throttle for medium speed and engine. 1 before connecting the shift valve ao, which is switched depending on the opening degree, and the selector IY-i' (f3) described above.
1:! Install the l' D J position C of the manual valve (9) in line with the l' D J position (8).
The first oil passage (Ll) for oil supply is connected to the second oil passage (12) connected to the valve (101) to the shifter 1, and the second oil passage (Ll) is connected to the second oil passage (12) connected to the valve (101).
) to the 1st speed oil II-
Crap (C11, etc.), shift valve (IO) to each clutch (C21 (C3) for 2nd and 3rd gears)
I made it so that it would happen. Here, the shift 1-valve aG is connected to the upstream 1st-speed valve aG through the intermediate fourth oil passage (14).
It consists of the first shift 1 to valve (10d) for 2-speed shifting and the second shift 1-well (102) for 2nd-3rd speed shifting on the downstream side, so each row (+01) (102) One end is G
Governer J valve (Governor pressure depending on the middle from +21,
Left end ← 2nd 1st throttle valve When the vehicle speed increases beyond the line, the first shift 1 valve (lo+) moves from the 1st gear position on the right side to the 2nd gear position on the left side, and the 2nd oil passage ([2) changes to the 4th oil passage (L4 ) through the second shift valve (
102) on the outflow side, and the manual valve (9) "l" (i7) is connected to the fifth port (15) on the outflow side.
The -C 2nd speed hydraulic clutch (C2) is supplied with oil through the 6th oil passage (white) connected to the
Increase IJII across the 2nd-3rd speed shift Ff bamboo line shown in 2
rJ, the second shift valve (1021 is the 2nd shift valve on the left side of E)
Move from the speed position to the 3rd speed position on the left side and turn to the 4th Uraji ([4)
is from the 5th oil path (1, 5) to the 3rd speed i+I pressure tube (C3
) is connected to the seventh oil passage (17) so that oil can be supplied to the third-speed hydraulic clutch (C3) once.

図面で(l/Dは油圧源(8)からの給′d11圧を一
定のライン111−に調圧りるし%j Jレータ弁、 
(15+)(152)は2速ど3速の各油圧クラッチ(
C2)(C3)に連ζする2速用ど3速川のア4Lムレ
ータを示し、該各ア1−Lムレータ (15+)  (
152)に夫々第2スcry71−ル弁 (132)/
、)日らスロットル開度に応じIこスl」ットル圧を背
圧として作用さu7.、:6前記流体トルク」ンバータ
(4)は、エンジン(1)のクランク軸(1a)に連結
される一側の入力ケースaeとこれに連結される他側の
ポンプ翼車(+7)とぐ囲まれた内部空隙に、補助変速
礪(5)の駆vI軸(!+a)に連結されるタービン丙
申■と、両翼車0力aδ間のステータ層申(1!Itと
を備えると共に、該トルクコンバータ(4)の入力側の
例えば入力ケースCUeと出力側の例えばタービン翼車
0eとを機械的に連結する断接自在のクラッチ■を備え
るもので、1該クラツチ■の切断時は+Mj記W屯(+
7) ae o間の内8IS′?Q体の光重による流体
トルク伝達と、該クラップ■の接続作動時は該クラッチ
■を介しての問械的l〜ルク伝達とが与えられるように
構成される。
In the drawing, (l/D is the pressure regulating the supply 'd11 pressure from the hydraulic source (8) to a constant line 111-.
(15+) (152) is each hydraulic clutch for 2nd and 3rd speed (
C2) Indicates the 4L mulrator for the 2nd and 3rd gear connected to (C3), and each of the 1-L multurators (15+) (
152) and the second screw valve (132)/
,) Acts as a back pressure according to the throttle opening degree. , :6 The fluid torque converter (4) is connected to an input case ae on one side connected to the crankshaft (1a) of the engine (1) and a pump impeller (+7) on the other side connected to this. The enclosed internal space is equipped with a turbine shaft connected to the driving shaft (!+a) of the auxiliary transmission gearbox (5), and a stator layer shaft (1!It) between the two impellers. The torque converter (4) is equipped with a clutch (2) that can be freely connected and disconnected to mechanically connect the input case CUe on the input side and the turbine impeller 0e on the output side, and when the clutch (2) is disconnected, +Mj Ki W tun (+
7) 8 IS' between ae and o? It is configured to provide fluid torque transmission by the light weight of the Q body, and mechanical torque transmission via the clutch (2) when the clutch (2) is engaged.

該クラッチ■は、多板式1g擦クラッチ等種々の6のが
用いられるが、図示のものはこれを甲板弐摩原クラッチ
どして、そのクラッチへ(20a)を入力ケース0eど
タービン響車(13との間隙に軸方向に移動自在に且つ
ダンパスプリング(20b)を介し一τ該タービンW車
(181に連結して設け、該トルクコンバータ(4)の
内部空隙を該クラッチfl?(20a)により一側のW
車載納室■とその他側の入力ケースaeとの間の背圧室
■とに区分し、後記!II laD弁のにより該内部空
隙に該背圧室の側からの給油を行うクラッチ切断状態と
、誤数納室12D1111からの給油を行うクラッチ接
続状態とに切換自在とし、クラップ接続状態では該収納
至■の内圧(以下Paと記り−)ど該背圧室■の内圧(
以下Pbと記す)との差圧に応じた係合力で該クラッチ
板(20a)が該入力ケースaeに摩際係合されるよう
にした。
Various types of clutch (6), such as a multi-disc 1g friction clutch, are used, but the one shown in the figure is a clutch on the second deck, and the clutch (20a) is inputted to the clutch in case 0e, which is a turbine sound wheel ( 13 and is connected to the turbine W wheel (181) via a damper spring (20b) so as to be movable in the axial direction, and the internal gap of the torque converter (4) is connected to the clutch fl? (20a). W on one side
It is divided into the on-vehicle storage room ■ and the back pressure room ■ between the input case ae on the other side, and will be described later! II laD valve can freely switch between a clutch disengaged state in which lubricant is supplied to the internal space from the back pressure chamber side and a clutch connected state in which lubricant is supplied from the incorrect number storage chamber 12D1111, and in the clamp connected state, the clutch is disconnected. The internal pressure of the back pressure chamber (hereinafter referred to as Pa) is
The clutch plate (20a) is brought into frictional engagement with the input case ae by an engagement force corresponding to the differential pressure between the clutch plate (hereinafter referred to as Pb) and the input case ae.

該&’J WJ弁のは、レギュレータ弁11@に連なる
第8油路(L8)を背圧室のに連なる第9油路(19)
に接続して該背圧室のへの給油を行う右側のクラッチt
ZJ1gi位iF?(図示の位置)と、第8油路([8
)を翼車収納至0に連なる第10油路(L 10 )に
接続して該収納至■への給油を行う左側のクラッチ接続
位置とに切換自在であり、該制御弁■の右側の油至に、
2速と3速の油圧クラッチ(C2)(C3)に第2シフ
ト弁 (1021を介して接続される給油路たる第4油
路(1,41から分岐した第11油路(1,111を接
続し、2速及び3速伝φJJ系(G2)(G3)の確立
時に該第4油路([4)から第11油路(Lll)を介
して該浦至にライン圧が入力されたとき、該制御弁のが
左端のばね(23a)に抗し゛Cクラッチ接続位置に切
換輪作されるようにし、史に該第11油路(+、11)
に遮断弁■を介設し、該遮断弁Q1よガバノ井(121
かIうのガバナ圧C/rI方の聞き方向と、ばね(24
a)及び第1スロツトル弁(13+)からのスIJツ1
−ル斤で右方の閉じ方向とに押圧されC1第3図のΔ線
より!′li速側の領域で開弁されるしのとし、かくて
該領域に43いて該制■1弁のかクラッチ接続位置に切
換られ、クラッチ■の接続肖肋が得られるようにした。
The &'J WJ valve has an 8th oil passage (L8) connected to the regulator valve 11 @ and a 9th oil passage (19) connected to the back pressure chamber.
The right clutch t connects to and supplies oil to the back pressure chamber.
ZJ1gi rank iF? (position shown) and the 8th oil passage ([8
) is connected to the tenth oil passage (L 10 ) connected to the impeller storage to 0, and can be freely switched to the left clutch connection position where oil is supplied to the storage to 0, and the oil on the right side of the control valve Finally,
The 11th oil passage (1, 111) is branched from the 4th oil passage (1, 41), which is the oil supply passage connected to the 2nd and 3rd speed hydraulic clutches (C2) (C3) via the second shift valve (1021). When the 2nd and 3rd speed transmission φJJ systems (G2) (G3) were established, line pressure was input from the 4th oil passage ([4) to the 11th oil passage (Lll) to the Urasashi. At this time, the control valve is rotated to the C clutch engagement position against the left end spring (23a), and the 11th oil passage (+, 11)
A shutoff valve ■ is interposed between the shutoff valve Q1 and the governor well (121
The direction of the governor pressure C/rI and the spring (24
a) and the IJ from the first throttle valve (13+) 1
- Pressed in the closing direction to the right with the Le loaf and from the Δ line in Figure 3 of C1! It is assumed that the valve is opened in the region on the 11 speed side, and thus, in this region, the control valve (1) is switched to the clutch engagement position, and the engagement position of the clutch (2) is obtained.

図面で(ト)はPaを比較的高圧の所定(1「1に調圧
寸べく翼中収納窄0に連なる第1枡曲路(1,D 1 
)に介設したチェック弁から成る第1調圧弁、■はオイ
ルクーラ、■はAイルリヂーバーを示づ−0ここで、ク
ラップ■の作動状態は、Paとpbの差圧の増減による
係合力の変化で該クラップ■の入力側と出力側とを直結
する1α結状態と、入力側と出力側との滑りを許容する
滑り状1とに切換られるもので、この差圧即ち係合力を
走(1状態に応じて可変制御すべく以下のように崩成し
 lこ 、。
In the drawing (G), Pa is set at a relatively high pressure (1") in order to adjust the pressure to 1.
) The first pressure regulating valve consists of a check valve installed in The clamp can be switched between the 1α connection state in which the input side and the output side are directly connected, and the sliding state 1 in which slippage is allowed between the input side and the output side. In order to perform variable control according to one state, it is constructed as follows.

即ら、i、II御弁■のクラッチ接続位置において背圧
室のに連なる第9油路(19)に接続される第12浦路
(1,12)ど、W車収納至■に連なる第10浦路(+
、 10 )から分岐した第13油路(1−131とを
設け、該両油路(L12)(113)を第2調圧すl′
のを介して接続して該両室QD@を連通する連通路を構
成し、又、−ト記第1琲浦路(1011に介設した第1
調圧弁(ト)に並ダ1の第21J[油路(+−[12)
を設けると共に、クラッチ□□□の滑り状態で該第21
月油路(LD2)と前記連通路を構成する第13油路(
+、13)どを間き、直結状態で該両油路(LD2)(
113)を閉じる間閑弁■を設置ノるものとし、これを
更に詳述り゛るに、該開開弁■は、ガバノー弁(121
からのガバプ圧で左方の閉じ方向と、ばね(29a)及
び第1スロツトル弁(13+)からのスロットル圧ぐ右
方の聞ぎ方向どに押圧されて、第3図のB線より低速側
の71域で該両油路(LD2)(113)を開く開位置
(図示の位置)と、それより高速側のgAIIIc’l
! 3両油路(I02H113)を閉じる開位置とに切
換動作されるようにした。
That is, at the clutch connection position of the i and II control valves, the 12th oil passage (1, 12) connected to the 9th oil passage (19) connected to the back pressure chamber, the 12th oil passage (1, 12) connected to the W car storage 10uraji (+
A 13th oil passage (1-131) branched from , 10) is provided, and both oil passages (L12) and (113) are subjected to second pressure regulation l'
It connects through the 1011 to form a communication passage that communicates the two chambers QD@.
Connect the 21st J [oil line (+-[12)] to the pressure regulating valve (G).
In addition, when the clutch □□□ is slipping, the 21st
The 13th oil passage (LD2) and the 13th oil passage (LD2) that constitutes the communication passage
+, 13) and both oil passages (LD2) (
A shutoff valve (■) is installed to close the governor valve (113).
The throttle pressure from the spring (29a) and the first throttle valve (13+) is pushed in the left closing direction, and the throttle pressure from the spring (29a) and the first throttle valve (13+) is pushed in the right direction, so that the speed is lower than the line B in Figure 3. The open position (position shown) where both oil passages (LD2) (113) are opened in the 71 area of , and gAIIIc'l on the higher speed side
! It was designed to switch between the open position and the open position, which closes the 3-way oil passage (I02H113).

ト記第2調圧弁のは、第13油路(113)から分岐し
たパイロット油路(L13a)を介して作用される油几
叩らPaで右方の聞き方向と、該第12油路(1−12
)に連なるパイロット油路(L12a)を介して作用さ
れる油圧部らpbで左方の閉じlJ向とに押圧される差
圧応動型に構成されるしのとし、更に該第2調圧弁■を
ばね(28a)と第2スロツトル弁 (132)からの
スロットル圧(以下Pθと記す〉とで開じ方向と、第1
スロツトル弁(13+)の上流側のモジュレータ弁■の
出力圧(以下Paど記1)で聞き方向とに押圧するよう
にした。
The second pressure regulating valve is operated from the pilot oil passage (L13a) branched from the 13th oil passage (113) in the right direction by the oil tank pressure Pa, and the 12th oil passage (113). 1-12
) is configured to be a differential pressure responsive type that is pressed in the leftward closing lJ direction by the hydraulic pressure part pb applied via the pilot oil passage (L12a) connected to The spring (28a) and the throttle pressure (hereinafter referred to as Pθ) from the second throttle valve (132) determine the opening direction and the first
The throttle valve (13+) was pressed in the listening direction using the output pressure (hereinafter referred to as Pa 1) of the modulator valve (1) on the upstream side.

尚、POは1ンジンのス「1ットル聞度に応じて第4図
示の如く変化し、又Pmはライン圧PQより低圧に設定
される。
Note that PO changes as shown in the fourth diagram depending on the engine's liter pressure, and Pm is set to a lower pressure than the line pressure PQ.

ここで、第3図のB線より高速側の領域では、開開弁■
が閉じ位置に切換られて、第2排油路(LD2)ど第1
3油路(1,13)とが閉じられ、Paは第1SgJ圧
弁■により定められる比較的高圧の値に保持され、又第
13油路(Li2)を介しての第2調圧弁■へのPaの
入力が断たれて、該第2調圧弁■が閉じ側に大きく変位
し、第12油路(112)が該弁■の排油ボート(28
11)に接続されてpbは大気圧に近い値となり、かく
てPaとpbの差圧が大きくなってクラッチ係合力が増
し、クラッチ■は直結状態で作動するが、第3図のA線
とB線との間の比較的低速の車速域では、開閉弁■が開
位置に切換られて、第2排油路(LD2)と第13油路
(1131とが開かれ、翼車収納室■内の油が第2琲浦
路(LD2)から第1調圧弁■を介さずに排油され、P
aは該第2排油路(LD2)の管路抵抗で定められる比
較的低圧になり、一方行圧室のには第13油路(Li2
)と第12油路(112)とから成る連通路を介して第
2:J圧押■で調圧された油圧が入力され、Paとpb
の差圧が直結状態に比し減少し、クラッチ■は滑り状態
で作動する。
Here, in the region on the high speed side from line B in Figure 3, the opening/opening valve ■
is switched to the closed position, and the second oil drain path (LD2) is switched to the closed position.
3 oil passages (1, 13) are closed, and Pa is maintained at a relatively high pressure value determined by the 1st SgJ pressure valve ■. When the input of Pa is cut off, the second pressure regulating valve (■) is largely displaced toward the closing side, and the 12th oil passage (112) is connected to the oil drain boat (28) of the valve (■).
11), pb becomes a value close to atmospheric pressure, and thus the differential pressure between Pa and pb increases, increasing the clutch engagement force, and the clutch ■ operates in a directly connected state, but the line A in Figure 3 and In a relatively low vehicle speed range between line B, the on-off valve ■ is switched to the open position, the second oil drain passage (LD2) and the thirteenth oil passage (1131) are opened, and the impeller storage chamber ■ is opened. The oil inside is drained from the second Biura road (LD2) without going through the first pressure regulating valve
a has a relatively low pressure determined by the pipe resistance of the second oil drain path (LD2), while the pressure in the traveling pressure chamber is the same as that of the 13th oil path (Li2).
) and the 12th oil passage (112), the hydraulic pressure regulated in the 2nd: J pressure is inputted, and Pa and pb
The differential pressure between the two clutches decreases compared to the direct connection state, and the clutch ■ operates in a slipping state.

ここで、第2調圧弁■のPa及びpbの受圧面積をS7
、Po及びPmの受圧面積をS2、ばね(28a)の力
を「と1Jると、第2調圧弁■に0用する力の関係は、 Pa S、 +Pm S、 =Pb S、 )−Po 
S2+Fとなり、従って s2r   52 Pa −Pb= −PI +、 −−−Pm・−・−(
1)S+     S+   S+ の関係式が成立し、結局クラッチ■が81つ状態で08
iJる車速域において、クラッチ係合力は(1)式に従
ってエンジンのスロットル開度の増加に伴い第5図示の
如く増加する。
Here, the pressure receiving area of Pa and pb of the second pressure regulating valve (S7) is
, Po and Pm pressure receiving area is S2, and the force of the spring (28a) is 1J, then the relationship of the force applied to the second pressure regulating valve ■ is as follows: Pa S, +Pm S, = Pb S, ) - Po
S2+F, therefore s2r 52 Pa −Pb= −PI +, −−−Pm・−・−(
1) The relational expression S+ S+ S+ is established, and in the end, 08 with 81 clutch ■
In a vehicle speed range of iJ, the clutch engagement force increases as shown in FIG. 5 as the engine throttle opening increases according to equation (1).

そのため、ス1コツドル開度の増加によるエンジンの出
力トルクの増加に応じてクラッチ係合力し増加りること
になり、結局流体トルクコンバータの速度比は出力トル
クの増減に係りなく0.92〜0.9S程度で一定に保
たれ、且つ低車速域で大きくなり易いトルク変動はクラ
ッチ■の滑りで吸収され車体撮動の発生が防止される。
Therefore, as the engine output torque increases due to an increase in the throttle opening, the clutch engagement force will increase, and the speed ratio of the fluid torque converter will eventually range from 0.92 to 0.92 regardless of the increase or decrease in the output torque. The torque is kept constant at about .9S, and torque fluctuations that tend to increase in the low vehicle speed range are absorbed by the slippage of the clutch (2), preventing the occurrence of vehicle body photography.

以上は本願出願人が先に特願昭6O−1930t37号
で提案したものと、第2調圧弁■にPmを入力した点を
除いて異ならないが、本実施例では、Pmを第2調圧弁
■に入力する第14油路(Li2)にスロットル開度が
所定開度θ1を下回ったとき閉じる遮断弁■を介設し、
クラッチ■が滑り状態で作動する車速域であってもスロ
ットル開度が該開度0Iを下回ったときはクラップ係合
力を急増さぼるようにした。
The above is the same as the one previously proposed by the applicant in Japanese Patent Application No. 6O-1930T37, except that Pm is input to the second pressure regulating valve. However, in this embodiment, Pm is input to the second pressure regulating valve. A cutoff valve (■) that closes when the throttle opening falls below a predetermined opening θ1 is installed in the 14th oil passage (Li2) input to (2),
Even in a vehicle speed range where the clutch (2) operates in a slipping state, the clamp engagement force increases rapidly when the throttle opening falls below the opening 0I.

これを更に二丁述するに、該遮断弁Gl)は、Poによ
り図面で右方の開ぎ方向と、ばね(31a)により左方
の閉じ方向とに押圧されて、スロラミール聞度が全開開
度Ooに近い所定の低開度θ、より低下したとき閉じら
れるように構成される。該遮断弁GT)の閉プ?によれ
ば、第14油路(1−14)を介しての第2調圧弁のへ
のPiの入力が断たれ、上記(1)式のPmの項が零に
なってその分クラッチ係合力が急増する。
To explain this further, the shutoff valve Gl) is pressed in the opening direction to the right in the drawing by Po and in the closing direction to the left by the spring (31a), so that the sloramir pressure is fully opened. It is configured to close when the opening degree θ is lower than a predetermined low opening degree θ close to the degree Oo. Is the shutoff valve GT) closed? According to , the input of Pi to the second pressure regulating valve via the 14th oil passage (1-14) is cut off, and the term Pm in the above equation (1) becomes zero, and the clutch engagement force decreases accordingly. increases rapidly.

ここで、スロットル開度が仝閉開度θ0のときP(lを
PO1所定間度開度のときそれをPlとすると、全閉開
度0゜にJ3けるクラッチ係合力■0と、所定開度θI
(遮断弁Gl)の閉弁性)におけるクラッチ係合力■、
との差は、クラッチ板(20a)の受圧面積をSoとし
て、 どなり、この場合第4図から明らかなようにPO嬌Pt
、Pm> > Pa、P+であり、■0は丁、に比し遥
に大きくなる。
Here, when the throttle opening is the closed opening θ0, P(l is Pl when the opening is at the predetermined opening of PO1, then the clutch engagement force ■0 at J3 at the fully closed opening of 0° and the predetermined opening degree θI
(Clutching force of the shutoff valve Gl)
Assuming the pressure receiving area of the clutch plate (20a) is So, the difference between
, Pm>> Pa, P+, and ■0 is much larger than D.

従って、第3図のC線よりスロットル開度の低い領域で
は、それよりa開度の領域に比しクラップ■が滑りにく
くなり、アクはルペダルを戻しての減速走行時に充分な
エンジンブレーキが得られるようになる。
Therefore, in the region where the throttle opening is lower than line C in Fig. 3, the clap becomes less slippery than in the region where the opening is a, and sufficient engine braking is obtained when decelerating when the pedal is released. You will be able to do it.

尚、この場合係合力Toを駆動輪(2)側からの逆駆動
トルクを100%伝達し冑る値Tr以上に設定してクラ
ッチ■を完全な直結状態にすることも可能であるが、■
0を丁「より僅かに小さな値例えば流体トルクコンバー
タ(4)の速度比が102〜1.03程度になるように
設定1れば、エンジンブレーキの効き具合を良好にlI
t持して且つエンジンブレーキ時に車体振動の発生ら防
止できず1刊である。
In this case, it is also possible to set the engagement force To to a value Tr or more that transmits 100% of the reverse drive torque from the drive wheel (2) side to bring the clutch ■ into a completely directly connected state.
Setting 0 to a slightly smaller value, such as setting the speed ratio of the fluid torque converter (4) to about 102 to 1.03, will improve the effectiveness of the engine brake.
This is the first issue since it was not possible to prevent the occurrence of vehicle body vibration during engine braking.

即ち、逆駆動トルクの伝達時、エンジン(1)の各行程
間でのΩ荷変動により、駆動輪(2)側の回転がエンジ
ン(1)側から駆動される場合稈ではないが周期的に変
動し、これに起因した若干の車体振動を牛じ勝ちとなる
もので、この負荷変動を上記の如くクラッチ■の滑りで
吸収して車体振動を抑v1することが望まれる。
In other words, when the reverse drive torque is transmitted, due to the Ω load fluctuation between each stroke of the engine (1), the rotation of the drive wheel (2) side is periodically caused by the rotation of the drive wheel (2) when it is driven from the engine (1) side, although it is not a culm. It is desirable to suppress the vehicle body vibration v1 by absorbing this load fluctuation by slipping the clutch (2) as described above.

(発明の効果) 以上の姐く本発明によるときは、クラッチを滑り状態で
作動させる■連載であっても、スOッ1〜ル開度を所定
開度より低くして減速走行を(jうどきは、クラッチの
係合力が急増して、充分なエンジンブレーキを得られ、
更に係合力の増加11〕を適当に設定環ることによって
エンジンブレーキ時の車体振動の発生し抑制でさ、乗心
地性が向上する効果を41する。
(Effects of the Invention) According to the above-mentioned present invention, even in a series where the clutch is operated in a slipping state, the throttle opening is lower than the predetermined opening and deceleration running is performed (j Udoki suddenly increases the engagement force of the clutch and obtains sufficient engine braking.
Furthermore, by appropriately setting the increase in engagement force (11), it is possible to suppress the occurrence of vehicle body vibration during engine braking, thereby improving riding comfort.

【図面の簡単な説明】[Brief explanation of drawings]

第1図は本発明法によりu制御するクラッチを具備する
Bli両用変速はの線図、第2図は本発明法の実施L[
uを備えた油圧回路図、第3図はクラッチの作動Vj性
図、第4図番よ第2図の油圧回路に備える第2スロツト
ル弁の出力特性図、第5図【よりラップ−の係合力の変
化特性図である。 (1)・・・エンジン (4)・・・流体トルクコンバータ ■・・・クラッヂ べO公L−11頃 f 孝Φ 欧
Fig. 1 is a diagram of a Bli dual-purpose transmission equipped with a clutch controlled by the method of the present invention, and Fig. 2 is a diagram of a Bli dual-purpose transmission equipped with a clutch controlled by the method of the invention.
Fig. 3 is a diagram of the clutch operation Vj, Fig. 4 is an output characteristic diagram of the second throttle valve provided in the hydraulic circuit of Fig. It is a change characteristic diagram of the resultant force. (1)...Engine (4)...Fluid torque converter ■...Kludgebe Oko L-11 f Takashi Φ Europe

Claims (1)

【特許請求の範囲】[Claims] エンジンに連結される流体トルクコンバータの入力側と
出力側とを機械的に連結するクラッチを所定の車速域に
おいて該クラッチの滑りを許容する比較的低い係合力で
作動させるようにしたものにおいて、該車速域であって
もエンジンのスロットル開度が所定開度を下回ったとき
は該クラッチの係合力を急増させるようにしたことを特
徴とする車両用変速機における流体トルクコンバータ用
クラッチの制御方法。
A clutch that mechanically connects the input side and output side of a fluid torque converter connected to an engine is operated with a relatively low engagement force that allows the clutch to slip in a predetermined vehicle speed range. A method for controlling a clutch for a fluid torque converter in a vehicle transmission, characterized in that the engagement force of the clutch is rapidly increased when the throttle opening of the engine is less than a predetermined opening even in a vehicle speed range.
JP26267685A 1985-11-25 1985-11-25 Control of clutch for fluid torque converter in transmission for vehicle Pending JPS62124355A (en)

Priority Applications (6)

Application Number Priority Date Filing Date Title
JP26267685A JPS62124355A (en) 1985-11-25 1985-11-25 Control of clutch for fluid torque converter in transmission for vehicle
GB8628128A GB2183308B (en) 1985-11-25 1986-11-25 Control for the clutch of a fluid torque converter in a vehicular transmission
CA000523711A CA1273505A (en) 1985-11-25 1986-11-25 Method of controlling clutch for fluid torque converter in vehicular transmission
DE3640139A DE3640139C2 (en) 1985-11-25 1986-11-25 METHOD AND DEVICE FOR CONTROLLING A CLUTCH IN A LIQUID TORQUE CONVERTER OF A VEHICLE TRANSMISSION
FR868616404A FR2593439B1 (en) 1985-11-25 1986-11-25 METHOD AND DEVICE FOR CONTROLLING THE CLUTCH AS PART OF THE TORQUE CONVERTER OF A VEHICLE TRANSMISSION
US06/936,467 US4768635A (en) 1985-11-25 1986-11-25 Control for the clutch of a fluid torque converter in a vehicular transmission

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP26267685A JPS62124355A (en) 1985-11-25 1985-11-25 Control of clutch for fluid torque converter in transmission for vehicle

Publications (1)

Publication Number Publication Date
JPS62124355A true JPS62124355A (en) 1987-06-05

Family

ID=17379042

Family Applications (1)

Application Number Title Priority Date Filing Date
JP26267685A Pending JPS62124355A (en) 1985-11-25 1985-11-25 Control of clutch for fluid torque converter in transmission for vehicle

Country Status (1)

Country Link
JP (1) JPS62124355A (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5010990A (en) * 1988-11-04 1991-04-30 Mazda Motor Corporation Slip control system for lockup torque converter
US5085301A (en) * 1990-09-26 1992-02-04 Mazda Motor Corporation Lockup control device of a fluid transmission
EP1357315A2 (en) * 2002-04-25 2003-10-29 JATCO Ltd Lockup control system of automatic transmission
JP2007232069A (en) * 2006-02-28 2007-09-13 Toyota Motor Corp Controller for power transmitting device for vehicle

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58166165A (en) * 1982-03-26 1983-10-01 Toyota Motor Corp Method of controlling automatic transmission of vehicle
JPS6014654A (en) * 1983-07-05 1985-01-25 Honda Motor Co Ltd Operation control device of auxiliary clutch for fluid coupling

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58166165A (en) * 1982-03-26 1983-10-01 Toyota Motor Corp Method of controlling automatic transmission of vehicle
JPS6014654A (en) * 1983-07-05 1985-01-25 Honda Motor Co Ltd Operation control device of auxiliary clutch for fluid coupling

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5010990A (en) * 1988-11-04 1991-04-30 Mazda Motor Corporation Slip control system for lockup torque converter
US5085301A (en) * 1990-09-26 1992-02-04 Mazda Motor Corporation Lockup control device of a fluid transmission
EP1357315A2 (en) * 2002-04-25 2003-10-29 JATCO Ltd Lockup control system of automatic transmission
EP1357315A3 (en) * 2002-04-25 2005-09-21 JATCO Ltd Lockup control system of automatic transmission
JP2007232069A (en) * 2006-02-28 2007-09-13 Toyota Motor Corp Controller for power transmitting device for vehicle
US7727112B2 (en) 2006-02-28 2010-06-01 Toyota Jidosha Kabushiki Kaisha Control system for power transmission unit of vehicle
JP4525613B2 (en) * 2006-02-28 2010-08-18 トヨタ自動車株式会社 Control device for vehicle power transmission device

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