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

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

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.

(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.

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).

(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. .

The present invention is a clutch 11I that solves these problems.
I12I! Its purpose is to capture and provide the first method.

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.

(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.

(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.

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).

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.

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.

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.

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.

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.

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).

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.

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.

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.

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).

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.

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.

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.

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.

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.

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.

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.

(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.

[Brief explanation of drawings]

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)

[Claims] 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.