WO2013084993A1 - 油圧制御装置 - Google Patents
油圧制御装置 Download PDFInfo
- Publication number
- WO2013084993A1 WO2013084993A1 PCT/JP2012/081653 JP2012081653W WO2013084993A1 WO 2013084993 A1 WO2013084993 A1 WO 2013084993A1 JP 2012081653 W JP2012081653 W JP 2012081653W WO 2013084993 A1 WO2013084993 A1 WO 2013084993A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- oil passage
- pressure
- circulation
- oil
- output
- Prior art date
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0206—Layout of electro-hydraulic control circuits, e.g. arrangement of valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H2061/0425—Bridging torque interruption
Definitions
- the present invention relates to a hydraulic control device that controls the hydraulic pressure of a torque converter with a lock-up clutch.
- this type of hydraulic control device includes a fluid transmission chamber (circulation oil chamber) connected to a torque converter inlet side oil passage and a torque converter outlet side oil passage, and a lockup to which a lockup clutch oil passage is connected.
- a fluid transmission chamber circulation oil chamber
- a torque converter inlet side oil passage connected to a torque converter inlet side oil passage and a torque converter outlet side oil passage
- a lockup to which a lockup clutch oil passage is connected.
- a switching unit that switches between a state in which the secondary pressure is directly supplied to the torque converter inlet side oil passage and a state in which the secondary pressure is supplied to the torque converter inlet side oil passage through the orifice, and the secondary pressure for the lockup clutch
- a lockup relay valve having a switching unit that switches between a state in which the control pressure regulated by the control valve is supplied to the lockup clutch oil passage and a state in which the control pressure is cut off from being supplied to the lockup clutch oil passage is provided.
- the hydraulic pressure in the fluid transmission chamber can be switched between high and low, and the control pressure from the lockup clutch control valve is supplied to the lockup clutch hydraulic chamber while the hydraulic pressure in the fluid transmission chamber is low. Can be engaged.
- the main purpose of the hydraulic control device of the present invention is to stabilize the differential pressure between the hydraulic pressure in the circulating oil chamber and the hydraulic pressure in the engagement oil chamber of the torque converter, thereby further improving the controllability of the lockup clutch.
- the hydraulic control device according to the present invention employs the following means in order to achieve the main object described above.
- the hydraulic control device of the present invention is Torque with a lock-up clutch having a circulating oil chamber in which hydraulic oil circulates in the converter body, and an engagement oil chamber for engaging the lock-up clutch by a differential pressure between the supplied hydraulic pressure and the hydraulic pressure in the circulating oil chamber
- a hydraulic control device for controlling the hydraulic pressure of the converter A circulation input oil passage connected to a circulation input port for inputting a circulation pressure to the circulation oil chamber; A circulation output oil passage connected to a circulation output port for outputting a circulation pressure from the circulation oil chamber; An engagement oil passage connected to an engagement port for inputting and outputting an engagement pressure to and from the engagement oil chamber; A pressure regulating valve that inputs and regulates the original pressure, and A first output oil passage connected to the output port of the pressure regulating valve; A second output oil passage connected to the output port of the pressure regulating valve; A first state of connecting the engagement oil passage and the first output oil passage and connecting the circulation input oil passage and the second output oil passage; and the engagement oil passage; A switch that cuts off the connection with the first output
- the engagement oil passage communicating with the engagement oil chamber and the first output oil passage connected to the output port of the pressure regulating valve are connected and the circulation communicating with the circulation oil chamber is established.
- the first state in which the input oil passage and the second output oil passage connected to the output port of the pressure regulating valve are connected, and the connection between the engagement oil passage and the first output oil passage is cut off.
- a switch for switching between the second input oil passage and the second state in which the connection between the circulation input oil passage and the second output oil passage is cut off is provided, and an orifice is formed in the second output oil passage.
- the output of the pressure regulating valve can be directly supplied to the engaging oil passage, and the output of the pressure regulating valve can be supplied to the circulation input oil passage through the orifice.
- the lock-up clutch can be engaged by controlling the differential pressure between the hydraulic pressure in the engaging oil chamber and the hydraulic pressure in the circulating oil chamber using the same output from the valve. As a result, the differential pressure can be stabilized and the controllability of the lockup clutch can be further improved.
- a circulation output oil passage is connected to the circulation output port side of the circulation oil chamber, and a circulation input oil passage, a switch, a second output oil passage, and an orifice are connected to the circulation input port side.
- the hydraulic pressure in the circulating oil chamber can be drained from the circulating output oil passage side and can also be drained from the circulating input oil passage side as the pressure regulating valve is regulated. .
- the oil pressure in the circulating oil chamber can be quickly reduced, and the controllability of the lockup clutch can be further improved.
- a pump that generates hydraulic pressure using the power of the prime mover, a hydraulic pressure generator that generates a high line pressure and a secondary pressure lower than the line pressure based on the hydraulic pressure generated by the pump, and a line pressure are supplied.
- a line pressure oil passage and a secondary pressure oil passage to which a secondary pressure is supplied has an input port connected to the line pressure oil passage, and the switch further includes a secondary in the first state.
- the connection between the pressure oil passage and the circulation input oil passage is cut off, and the secondary pressure oil passage and the circulation input oil passage are further connected in the second state.
- the lockup clutch can be engaged even if the rotational speed of the prime mover is relatively low.
- the secondary pressure can be supplied as the circulating pressure to the circulating oil chamber, so that the line pressure can be prevented from decreasing.
- the “orifice” means pressure reducing means for reducing the hydraulic pressure in the second output oil passage (pressure suppressing means for suppressing the pressure of the hydraulic oil in the second output oil passage).
- a bypass oil passage connected to the first output oil passage so as to bypass the orifice, and attached to the bypass oil passage, the circulation pressure is discharged from the circulation input port. It is also possible to provide a one-way valve that opens only in the direction in which it is performed. In this way, the drain performance from the circulation input oil passage side of the hydraulic pressure of the circulation oil chamber can be further improved.
- the hydraulic control apparatus further includes a relief oil passage to which a relief valve is attached that opens when a hydraulic pressure equal to or higher than a set pressure is applied, and the switch further includes the relief valve in the first state.
- the connection between the combined oil passage and the relief oil passage is cut off, and the engagement oil passage and the relief oil passage are further connected in the second state, and the circulation output oil passage and the relief oil are connected. It is also possible to connect the road. In this way, the engagement oil chamber can be filled with the hydraulic oil even when the lockup clutch is released, so that the next lockup clutch can be quickly engaged.
- FIG. 1 is a configuration diagram showing an outline of the configuration of an automobile 1.
- FIG. 4 is an explanatory diagram showing an operation table of the speed change mechanism 80.
- FIG. It is a block diagram which shows the outline of a structure of the hydraulic control apparatus 30 as one Example of this invention. It is explanatory drawing explaining operation
- FIG. 1 is a configuration diagram showing an outline of the configuration of the automobile 1
- FIG. 2 is an explanatory diagram showing an operation table of the speed change mechanism 80.
- FIG. 3 is a block diagram showing an outline of the configuration of the hydraulic control apparatus 30 as an embodiment of the present invention.
- FIG. 4 shows the hydraulic control apparatus 30 of the embodiment when the lockup clutch 20 is released.
- FIG. 5 is an explanatory diagram for explaining the operation of the hydraulic control device 30 according to the embodiment when the lockup clutch 20 is engaged.
- an automobile 1 includes an engine 2 as an internal combustion engine that outputs power by explosion combustion of hydrocarbon fuel such as gasoline and light oil, and an engine electronic control unit (engine) that controls the operation of the engine 2.
- ECU engine electronice control unit
- the automatic transmission 4 includes an automatic transmission electronic control unit (ATECU) 91 that controls the automatic transmission 4, and a main electronic control unit (main ECU) 92 that controls the entire vehicle.
- ATECU automatic transmission electronic control unit
- main ECU main electronic control unit
- the main EUC 92 is provided with the shift position SP from the shift position sensor 93 that detects the operation position of the shift lever, the accelerator opening Acc from the accelerator pedal position sensor 94 that detects the depression amount of the accelerator pedal, and the depression of the brake pedal.
- the brake switch signal BSW from the brake switch 95 to be detected, the vehicle speed V from the vehicle speed sensor 96, and the like are input via the input port.
- the main ECU 92 is connected to the engine ECU 90 and the ATECU 91 via a communication port, and exchanges various control signals and data with the engine ECU 90 and the ATECU 91.
- the automatic transmission 4 includes a torque converter 10 with a lockup clutch including a pump impeller 12 on the input side connected to the crankshaft 3 of the engine 2 and a turbine runner 13 on the output side.
- the input shaft 5 connected to the turbine runner 13 of the converter 10 and the output shaft 6 connected to the axles 8a and 8b via the gear mechanism 7a and the differential gear 7b are provided to change the power input to the input shaft 5.
- a stepped transmission mechanism 80 that outputs to the output shaft 6, and a hydraulic control device 30 (see FIG. 3) as an embodiment of the present invention that controls the hydraulic drive of the torque converter 10 and the transmission mechanism 80.
- the speed change mechanism 80 is configured as a stepped speed change mechanism with six speeds, and includes a single pinion type planetary gear mechanism, a Ravigneaux type planetary gear mechanism, three clutches C1, C2, C3, and two brakes B1, B2. And a one-way clutch F1.
- the single pinion type planetary gear mechanism includes a sun gear 81 as an external gear, a ring gear 82 as an internal gear arranged concentrically with the sun gear 81, and a plurality of gears meshed with the sun gear 81 and meshed with the ring gear 82.
- a pinion gear 83 and a carrier 84 that holds the plurality of pinion gears 83 so as to rotate and revolve freely are provided.
- the sun gear 81 is fixed to the case, and the ring gear 82 is connected to the input shaft 5.
- the Ravigneaux type planetary gear mechanism is engaged with two sun gears 86a and 36b as external gears, a ring gear 87 as an internal gear, a plurality of short pinion gears 88a meshing with the sun gear 86a, and a sun gear 86b and a plurality of short pinion gears 88a.
- a plurality of long pinion gears 88b meshing with the ring gear 87 and a carrier 89 that couples the plurality of short pinion gears 88a and the plurality of long pinion gears 88b to rotate and revolve freely, and the sun gear 86a via the clutch C1.
- Carrier 89 is a crash It is connected to the input shaft 5 through the C2.
- the carrier 89 is connected to the case via a one-way clutch F1, and is connected to the case via a brake B2 provided in parallel with the one-way clutch F1.
- the speed change mechanism 80 can switch between forward 1st to 6th speeds, reverse and neutral by a combination of ON / OFF of the clutches C1 to C3 and ON / OFF of the brakes B1 and B2.
- the reverse state can be formed by turning on the clutch C3 and the brake B2 and turning off the clutches C1 and C2 and the brake B1.
- the first forward speed state can be formed by turning on the clutch C1 and turning off the clutches C2 and C3 and the brakes B1 and B2. In this forward first speed state, the brake B2 is turned on during engine braking.
- the second forward speed state can be formed by turning on the clutch C1 and the brake B1 and turning off the clutches C2 and C3 and the brake B2.
- the state of the third forward speed can be formed by turning on the clutches C1 and C3 and turning off the clutch C2 and the brakes B1 and B2.
- the state of the fourth forward speed can be formed by turning on the clutches C1 and C2 and turning off the clutch C3 and the brakes B1 and B2.
- the state of the fifth forward speed can be formed by turning on the clutches C2 and C3 and turning off the clutch C1 and the brakes B1 and B2.
- the sixth forward speed state can be formed by turning on the clutch C2 and the brake B1 and turning off the clutches C1 and C3 and the brake B2.
- the neutral state can be formed by turning off all of the clutches C1 to C3 and the brakes B1 and B2.
- the torque converter 10 is configured as a fluid torque converter with a lock-up clutch, and as shown in FIG. 3, a pump impeller 12 connected to the crankshaft 3 of the engine 2 via a converter cover 11 and an automatic transmission A turbine runner 13 connected to the input shaft 5 of the machine 4 and disposed opposite to the pump impeller 12, and disposed between the pump impeller 12 and the turbine runner 13 to rectify the flow of hydraulic oil from the turbine runner 13 to the pump impeller 12. And a lock-up clutch 20 that mechanically connects the pump impeller 12 (converter cover 11) and the turbine runner 13 to each other.
- the lockup clutch 20 is configured as a multi-plate clutch capable of locking up and releasing the lockup connecting the pump impeller 12 and the turbine runner 13, and is a clutch fixed to the converter cover 11.
- Clutch plate 22 slidably supported on the hub, clutch plates 21 and 23 slidably supported on the clutch hub connected to turbine runner 13, and converter cover 11 to press clutch plates 21 to 23.
- a clutch piston 24 movably disposed therein.
- the clutch piston 24 has a lockup oil chamber 25 defined on the back side thereof, and the clutch piston 24 is driven by a differential pressure between the hydraulic oil pressure introduced into the lockup oil chamber 25 and the hydraulic oil pressure in the converter oil chamber 16. By moving 24, a compression pressure is applied to the clutch plates 21 to 23 to lock up the pump impeller 12 and the turbine runner 13.
- the lockup oil chamber 25 is formed with a lockup port 18c for introducing the hydraulic oil or discharging the hydraulic oil.
- the hydraulic control device 30 includes a mechanical oil pump 31 that pumps hydraulic oil from an oil pan 32 to a line pressure oil passage L1 via a strainer 32a by power from an engine,
- the primary regulator valve 34 that regulates the hydraulic oil pumped to the oil passage L1 to generate the line pressure PL and outputs the hydraulic oil to the secondary pressure oil passage L2 along with the generation of the line pressure PL, and the secondary pressure oil passage L2
- a secondary regulator valve 36 that generates a secondary pressure Psec by adjusting the hydraulic oil of the engine, and a signal pressure Pslt for driving the primary regulator valve 34 and the secondary regulator valve 36 by adjusting a modulator pressure Pmod from a modulator valve (not shown).
- the lockup control valve 40 that generates and outputs the control pressure Pcl for engaging the lockup clutch 20 from the line pressure PL of the oil passage L1 and the path of the hydraulic oil that is supplied to and discharged from the torque converter 10 are switched.
- a lockup relay valve 50 and a linear solenoid SLU that regulates the modulator pressure Pmod and generates a signal pressure Pslu for driving the lockup control valve 40 and the lockup relay valve 50 are provided.
- the line pressure PL is also used for controlling the engagement pressures of the clutches C1 to C3 and the brakes B1 and B2 provided in the automatic transmission 4.
- the linear solenoid SLT and the linear solenoid SLU are controlled by the ATECU 91.
- the AT ECU 91 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, a communication port, and the like in addition to the CPU.
- the AT ECU 91 communicates with the main ECU 92 and exchanges control signals and data with each other.
- the lock-up control valve 40 is a pressure regulating valve that is operated by a signal pressure Pslu from the linear solenoid SLU. As shown in FIG. 3, the sleeve 42 in which various ports are formed, and communication and blocking between corresponding ports are performed. And a spring 46 that urges the spool 44 upward in the drawing.
- a signal pressure input port 42a that inputs the signal pressure Pslu from the linear solenoid SLU
- an input port 42b that is connected to the line pressure oil passage L1 and inputs the line pressure PL
- a line pressure PL Are connected to both ends of the communication oil passage L3, and an output port 42c that regulates and outputs the output pressure
- a feedback port 42d that inputs the output pressure of the output port 42c as a feedback pressure that urges the spool 44 downward in the figure
- Communication ports 42e and 42f and a drain port 42g for discharging hydraulic oil are formed.
- the signal pressure input port 42a is formed at a position sandwiched between two lands formed on the spool 44 having different outer diameters. For this reason, the signal pressure input to the signal pressure input port 42a is the difference in area between the pressure receiving surfaces of the two lands, the large-diameter land on the upper side in the figure and the small-diameter land on the lower side in the figure (outside (Diameter difference) acts as a force for urging the spool 44 upward in the figure. Therefore, the spool 44 is urged upward in the figure by the spring force of the spring 46 and the signal pressure Pslu input to the signal pressure input port 42a, and downward in the figure by the feedback pressure input to the feedback port 42d. Be energized.
- the communication area between the input port 42b and the output port 42c is widened and the communication area between the output port 42c and the communication port 42e is narrowed as the spool 44 moves upward in the figure.
- the communication is cut off and the pressure is adjusted so that the control pressure Pcl is increased.
- the communication port 42e communicates with the drain port 42g through the communication oil passage L3 and the communication port 42f.
- the output port 42c and the communication port 42e communicate with each other, the hydraulic fluid in the output port 42c passes through the communication oil passage L3.
- the drain port 42g is drained.
- the lock-up control 40 is normally controlled at a position above the lower end of the spool 44. However, when the spool 44 sticks at the lower end position for some reason, the control pressure Pcl of the output port 42c is supplied from the drain port 42f. The drain of the control pressure Pcl is prevented so as not to drain.
- the lock-up relay valve 50 is a switching valve that is operated by the signal pressure Pslu from the linear solenoid SLU to switch the hydraulic path, and as shown in FIG. 3, between the sleeve 52 formed with various ports and the corresponding ports. And a spring 56 for urging the spool 54 upward in the drawing.
- the sleeve 52 is connected to a signal pressure input port 52a for inputting the signal pressure Pslu from the linear solenoid SLU as various ports, and an output port 42c of the lockup control valve 40 via a control pressure oil passage L4, and an output port 42c.
- the relief port 52h connected to L9, the relief port 52i connected to the relief oil passage L10 to which the relief valve 64 is attached, and the relief port 52j also connected to the relief oil passage L10 are formed.
- a cooler (COOLER) 66 is connected to the subsequent stage of the relief valve 64, and the hydraulic oil output to the relief oil passage L ⁇ b> 10 is cooled by the cooler 66 via the relief valve 64.
- the relief valve 64 is a valve that opens when a hydraulic pressure equal to or higher than the set pressure is applied.
- the spool 54 is urged upward in the figure by the spring force of the spring 56, and urged downward in the figure by the signal pressure Pslu input to the signal pressure input port 52a.
- an orifice 70 is formed as a throttle for reducing the supply pressure by limiting the flow rate of the hydraulic oil, and the control pressure Pcl from the output port 42c of the lockup control valve 40 is the orifice.
- the pressure is reduced by 70 and input to the input port 52 c of the lockup relay valve 50.
- a bypass oil passage L11 that bypasses the orifice 70 is connected to the control pressure oil passage L5.
- a check valve 68 that opens the hydraulic oil only in the direction from the input port 52c of the lockup relay valve 50 to the output port 42c of the lockup control valve 40 is attached to the bypass oil passage L11.
- the secondary pressure oil passage L2 to which the input port 52d is connected and the circulation input oil passage L6 to which the output port 52e is connected communicate with each other, and the circulation output oil passage L8 and the relief port to which the input port 52g is connected.
- 52j is connected to the relief oil passage L10, so that the secondary pressure Psec is the circulation pressure, the input port 52d of the lockup relay valve 50 to the output port 52e, the circulation input oil passage L6, the circulation input port 18a,
- the converter oil chamber 16, the circulation output port 18b, the circulation output oil passage L8, the input port 52g and the relief port 52j, the relief oil passage L10, and the relief valve 64 are sequentially sent to the cooler 66.
- the oil pressure in the lockup oil chamber 25 passes through the lockup port 18c, the lockup oil passage L7, the output port 52f and the relief port 52i of the lockup relay valve 50, the relief oil passage L10, and the relief valve 64 in this order. It is sent to the cooler 66.
- the signal pressure Pslu is input from the linear solenoid SLU to the signal pressure input port 52a, as shown in FIG. 5, a pressing force that overcomes the urging force of the spring 56 acts on the spool 54, and the spool 54 is moved downward in the figure. Move in the direction.
- the input port 52b and the output port 52f communicate with each other, the input port 52c and the output port 52e communicate with each other, the communication between the input port 52d and the output port 52e is blocked, and the output port 52f and the relief port 52i communicate with each other.
- the communication is blocked, the input port 52g and the relief port 52h are communicated, and the communication between the input port 52g and the relief port 52j is blocked.
- the control pressure oil passage L4 connected to the input port 52b and the lockup oil passage L7 connected to the output port 52f communicate with each other, and the output oil passage L5 connected to the input port 52c and the output port 52e.
- the hydraulic pressure output from the output port 42c of the lockup control valve 40 and reduced by the orifice 70 is used as a circulating pressure as the circulating pressure from the input port 52c of the lockup relay valve 50 to the output port 52e, the circulating input oil passage L6, and the circulating input port.
- 18a, the converter oil chamber 16, the circulation output port 18b, the circulation output oil passage L8, the input port 52g and the relief port 52h, the relief oil passage L9, and the relief valve 62 are sequentially drained.
- the release of the lockup clutch 20 can be formed by turning off the linear solenoid SLU and setting the lockup relay valve 50 to the state shown in FIG. In this state, as described above, the secondary pressure oil passage L2 and the circulation input oil passage L6 communicate with each other, the circulation output oil passage L8 communicates with the relief oil passage L10, and the lockup oil passage L7 enters the relief. It communicates with the oil passage L10.
- the secondary pressure Psec is introduced from the circulation input port 18a to the converter oil chamber 16 of the torque converter 10 via the circulation input oil passage L6, and the secondary pressure Psec introduced into the converter oil chamber 16 is the circulation output port.
- 18 b is supplied to the cooler 66 through the circulation output oil passage L 8, the relief oil passage L 10, and the relief valve 64, and returns to the oil pan 32. That is, the secondary pressure Psec is supplied to the converter oil chamber 16 as a circulation pressure.
- the lockup oil chamber 25 the communication between the control pressure oil passage L4 and the lockup oil passage L7 is blocked, and the lockup oil passage L7 and the relief oil passage L10 communicate with each other.
- the lockup clutch 20 is engaged by turning on the linear solenoid SLU to bring the lockup relay valve 50 into the state shown in FIG. 5 and the differential pressure between the oil pressure in the lockup oil chamber 25 and the oil pressure in the converter oil chamber 16 becomes the target oil pressure.
- the lockup control valve 40 is controlled by adjusting the signal pressure Pslu output from the linear solenoid SLU.
- the control pressure oil passage L4 and the lockup oil passage L7 communicate with each other
- the control pressure oil passage L5 and the circulation input oil passage L6 communicate with each other
- the circulation output oil passage L8 The relief oil passage L9 communicates.
- the control pressure Pcl from the lockup control valve 40 is introduced into the lockup oil chamber 25 from the lockup port 18c via the lockup oil passage L7.
- the lockup oil chamber 25 and the lockup oil passage L6 are filled with the hydraulic oil even when the lockup clutch 20 is released.
- the hydraulic pressure in the lockup oil chamber 25 rises quickly.
- the control pressure Pcl is reduced by the orifice 70 and introduced into the converter oil chamber 16 of the torque converter 10 from the circulation input port 18a via the circulation input oil passage L6, and the hydraulic pressure introduced into the converter oil chamber 16 is circulated.
- the oil is drained from the output port 18 b through the circulation output oil passage L 8, the relief oil passage L 9, and the relief valve 62, and returns to the oil pan 32. That is, the control pressure Pcl acts on the lockup oil chamber 25 and the control pressure Pcl reduced by the orifice 70 acts on the converter oil chamber 16, so that the space between the lockup oil chamber 25 and the converter oil chamber 16 is affected. Thus, a differential pressure of the hydraulic pressure is generated, and the lockup clutch 20 is engaged. Since this differential pressure increases as the control pressure Pcl increases and decreases as the control pressure Pcl decreases, the engagement pressure of the lockup clutch 20 is controlled by adjusting the control pressure Pcl with the lockup control valve 40. Can do.
- the rotational speed of the engine 2 is relatively low compared to that using the secondary pressure Psec.
- the lockup clutch 10 can be engaged. Further, since the original pressure of the hydraulic pressure applied to the lockup oil chamber 25 and the converter oil chamber 16 is the same, a stable differential pressure can be generated, and the controllability of the lockup clutch 20 can be further improved. it can.
- the slip control is performed by locking up oil so that the differential rotation between the rotation speed of the crankshaft 3 (pump impeller 12) of the engine 2 and the rotation speed of the input shaft 5 (turbine runner 13) of the automatic transmission 4 becomes a target differential rotation.
- the engagement pressure of the lockup clutch 20 is controlled by increasing / decreasing the oil pressure in the chamber 25 and the oil pressure in the converter oil chamber 16.
- the lockup port 18c side is connected to the drain port 42g of the lockup control valve 40 via the lockup oil passage L7, the control pressure oil passage L4, and the communication oil passage L3.
- the hydraulic pressure in the lockup oil chamber 25 is reduced by moving the spool 44 by the signal pressure Pslu from the linear solenoid SLU and draining the excess control pressure Pcl from the drain port 42g of the lockup control valve 40. It is.
- the circulation output port 18b side is connected to a relief valve 62 that drains hydraulic oil via a circulation output oil passage L8 and a relief oil passage L9, and the circulation input port 18a side is for circulation. It is connected to the drain port 42g of the lockup control valve 40 through the input oil passage L6, the bypass oil passage L11 (check valve 68) and the communication oil passage L3.
- the pressure reduction of the hydraulic pressure in the converter oil chamber 16 is drained by the relief valve 62 from the circulation output port 18b side through the circulation output oil passage L8 and the relief oil passage L9, and at the circulation input port 18a side. Is drained from the drain port 42g of the lockup control valve 40 through the circulation input oil passage L7, the control pressure oil passage L4, and the communication oil passage L3. That is, the hydraulic pressure in the converter oil chamber 16 can be drained from both the circulation output port 18b side and the circulation input port 18a side. As described above, the pressure reduction of the hydraulic pressure in the converter oil chamber 16 can be quickly performed, so that the controllability when the lock-up clutch 20 is slip-engaged can be further improved.
- the lockup control valve 40 that regulates the original pressure to generate the control pressure Pcl
- the lockup relay valve 50 that switches the path of the hydraulic pressure supplied to and discharged from the torque converter 10.
- the lockup relay valve 50 is connected to the control pressure oil passage L4 that outputs the control pressure Pcl and the lockup oil passage L7 that communicates with the lockup oil chamber 25 and the control pressure Pcl is output.
- the control pressure oil path L5 and the circulation input oil path L6 communicating with the converter oil chamber 16 are disconnected from the control pressure oil path L4 and the lockup oil path L7, and the control pressure oil path is disconnected.
- the lockup clutch 20 can be engaged from a relatively low rotational speed of the engine 2 and the line pressure PL is reduced when the lockup clutch 20 is released.
- the increase in size of the mechanical oil pump 31 can be suppressed.
- the bypass oil passage L11 is provided so as to bypass the orifice 70 in the control pressure oil passage L5, and the check valve 68 is attached to the bypass oil passage L11, the circulation output port 18b side and the circulation input port 18a side are provided. By draining from both, the hydraulic pressure of the converter oil chamber 16 can be quickly reduced, and the controllability when the lock-up clutch 20 is slip-engaged can be further improved.
- both the lockup control valve 40 and the lockup relay valve 50 are controlled by the signal pressure Pslu from one linear solenoid SLU.
- the present invention is not limited to this, and the signal pressure from a separate linear solenoid is used.
- the lockup control valve 40 and the lockup relay valve 50 may be separately controlled.
- the bypass oil passage L11 is provided in the control pressure oil passage L5 so as to bypass the orifice 70, and the check valve 68 is attached to the bypass oil passage L11.
- the bypass oil passage L11 and the check valve 68 are provided. May be omitted. Even in this case, the oil pressure in the converter oil chamber 16 can be drained from the circulation output port 18 b side and drained from the circulation input port 18 a side through the orifice 70.
- the relief valve 64 is provided in the relief oil passage L11.
- the present invention is not limited to this, and the relief valve 64 may be omitted.
- the output port 42c of the lockup control valve 40 to which the control pressure Pcl is output is communicated with the drain port 42g via the communication port 42e, the communication oil passage L3, and the communication port 42f.
- the port 42c may be directly communicated with the drain port 42g. In this case, it is desirable to provide a relief valve downstream of the drain port 42g.
- a single lockup relay valve 50 is used to switch the hydraulic supply / discharge path for the circulation input oil path L6, the circulation output oil path L8, and the lockup oil path L7 of the torque converter 10.
- it may be performed using a plurality of relay valves.
- the circulation input port 18a corresponds to the “circulation input port”
- the circulation output port 18b corresponds to the “circulation output port”
- the circulation input oil passage L6 is the “circulation input oil passage”.
- the circulation output oil passage L8 corresponds to the “circulation output oil passage”
- the lockup oil passage L7 corresponds to the “engagement oil passage”
- the lockup control valve 40 is the “pressure regulating valve”.
- the lock-up relay valve 50 corresponds to a “switch”
- the orifice 70 corresponds to an “orifice”.
- the mechanical oil pump 13 corresponds to a “pump”
- the primary regulator valve 34 and the secondary regulator valve 36 correspond to a “hydraulic pressure generator”
- the line pressure oil passage L1 corresponds to a “line pressure oil passage”.
- the secondary pressure oil passage L2 corresponds to a “secondary pressure oil passage”.
- the bypass oil passage L11 corresponds to a “bypass oil passage”
- the check valve 68 corresponds to a “one-way valve”.
- the relief oil passage L11 corresponds to a “relief oil passage”
- the relief valve 64 corresponds to a “relief valve”.
- the “switching device” may include a linear solenoid SLT. That is, the interpretation of the invention described in the Summary of Invention column should be made based on the description in that column, and the Examples are only specific examples of the invention described in the Summary of Invention column. It is.
- the present invention is applicable to the manufacturing industry of hydraulic control devices.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Fluid Gearings (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
コンバータ本体内を作動油が循環する循環油室と、供給された油圧と前記循環油室内の油圧との差圧によりロックアップクラッチを係合する係合油室とを有するロックアップクラッチ付きのトルクコンバータの油圧を制御する油圧制御装置であって、
前記循環油室に循環圧を入力する循環用入力ポートに接続された循環用入力油路と、
前記循環油室から循環圧を出力する循環用出力ポートに接続された循環用出力油路と、
前記係合油室に係合圧を入出力する係合用ポートに接続された係合用油路と、
元圧を入力すると共に調圧して出力する調圧バルブと、
前記調圧バルブの出力ポートに接続された第1の出力用油路と、
前記調圧バルブの出力ポートに接続された第2の出力用油路と、
前記係合用油路と前記第1の出力用油路とを接続すると共に前記循環用入力油路と前記第2の出力用油路とを接続する第1の状態と、前記係合用油路と前記第1の出力用油路との接続を遮断すると共に前記循環用入力油路と前記第2の出力用油路との接続を遮断する第2の状態とを切り替える切替器と、
前記第2の出力用油路に形成されたオリフィスと、
原動機の動力を用いて油圧を発生させるポンプと、
前記ポンプにより発生した油圧に基づいて高圧のライン圧と当該ライン圧よりも低圧のセカンダリ圧とを生成する油圧生成器と、
前記ライン圧が供給されるライン圧用油路と、
前記セカンダリ圧が供給されるセカンダリ圧用油路と、
を備え、
前記調圧バルブは、入力ポートが前記ライン圧用油路に接続され、
前記切替器は、前記第1の状態で更に前記セカンダリ圧用油路と前記循環用入力油路との接続を遮断し、前記第2の状態で更に前記セカンダリ圧用油路と前記循環用入力油路とを接続する
ことを要旨とする。
Claims (3)
- コンバータ本体内を作動油が循環する循環油室と、供給された油圧と前記循環油室内の油圧との差圧によりロックアップクラッチを係合する係合油室とを有するロックアップクラッチ付きのトルクコンバータの油圧を制御する油圧制御装置であって、
前記循環油室に循環圧を入力する循環用入力ポートに接続された循環用入力油路と、
前記循環油室から循環圧を出力する循環用出力ポートに接続された循環用出力油路と、
前記係合油室に係合圧を入出力する係合用ポートに接続された係合用油路と、
元圧を入力すると共に調圧して出力する調圧バルブと、
前記調圧バルブの出力ポートに接続された第1の出力用油路と、
前記調圧バルブの出力ポートに接続された第2の出力用油路と、
前記係合用油路と前記第1の出力用油路とを接続すると共に前記循環用入力油路と前記第2の出力用油路とを接続する第1の状態と、前記係合用油路と前記第1の出力用油路との接続を遮断すると共に前記循環用入力油路と前記第2の出力用油路との接続を遮断する第2の状態とを切り替える切替器と、
前記第2の出力用油路に形成されたオリフィスと、
原動機の動力を用いて油圧を発生させるポンプと、
前記ポンプにより発生した油圧に基づいて高圧のライン圧と当該ライン圧よりも低圧のセカンダリ圧とを生成する油圧生成器と、
前記ライン圧が供給されるライン圧用油路と、
前記セカンダリ圧が供給されるセカンダリ圧用油路と、
を備え、
前記調圧バルブは、入力ポートが前記ライン圧用油路に接続され、
前記切替器は、前記第1の状態で更に前記セカンダリ圧用油路と前記循環用入力油路との接続を遮断し、前記第2の状態で更に前記セカンダリ圧用油路と前記循環用入力油路とを接続する
ことを特徴とする油圧制御装置。 - 請求項1記載の油圧制御装置であって、
前記第1の出力用油路に前記オリフィスを迂回するよう接続されたバイパス油路と、
前記バイパス油路に取り付けられ、前記循環用入力ポートから循環圧を排出する方向にのみ開弁する一方向弁と
を備えることを特徴とする油圧制御装置。 - 請求項1または2記載の油圧制御装置であって、
設定圧以上の油圧が作用したときに開弁するリリーフ弁が取り付けられたリリーフ用油路を備え、
前記切替器は、前記第1の状態で更に前記係合用油路と前記リリーフ用油路との接続を遮断し、前記第2の状態で更に前記係合用油路と前記リリーフ用油路とを接続すると共に前記循環用出力油路と該リリーフ用油路とを接続する
ことを特徴とする油圧制御装置。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2013548292A JP5668870B2 (ja) | 2011-12-08 | 2012-12-06 | 油圧制御装置 |
DE112012003507.0T DE112012003507T5 (de) | 2011-12-08 | 2012-12-06 | Hydrauliksteuerungsvorrichtung |
CN201280045718.1A CN103814240B (zh) | 2011-12-08 | 2012-12-06 | 油压控制装置 |
US14/343,340 US9109686B2 (en) | 2011-12-08 | 2012-12-06 | Hydraulic control device |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2011269239 | 2011-12-08 | ||
JP2011-269239 | 2011-12-08 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2013084993A1 true WO2013084993A1 (ja) | 2013-06-13 |
Family
ID=48574348
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2012/081653 WO2013084993A1 (ja) | 2011-12-08 | 2012-12-06 | 油圧制御装置 |
Country Status (5)
Country | Link |
---|---|
US (1) | US9109686B2 (ja) |
JP (1) | JP5668870B2 (ja) |
CN (1) | CN103814240B (ja) |
DE (1) | DE112012003507T5 (ja) |
WO (1) | WO2013084993A1 (ja) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20170009866A1 (en) * | 2014-01-22 | 2017-01-12 | Zf Friedrichshafen Ag | Transmission Device with a Hydraulic System |
KR101713738B1 (ko) * | 2015-10-26 | 2017-03-08 | 현대자동차 주식회사 | 토크 컨버터의 유압제어회로 |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102015212539B4 (de) * | 2015-07-03 | 2017-03-30 | Zf Friedrichshafen Ag | Vorrichtung zur Reduktion der Schleppmomente in einem Automatgetriebe |
CN108779851B (zh) * | 2016-03-25 | 2020-01-21 | 爱信艾达株式会社 | 油压控制装置 |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH03204472A (ja) * | 1989-12-31 | 1991-09-06 | Aisin Aw Co Ltd | 車両用自動変速機の油圧制御装置 |
JP2003042287A (ja) * | 2001-07-31 | 2003-02-13 | Aisin Aw Co Ltd | 自動変速機の油圧制御装置 |
JP2006052746A (ja) * | 2004-08-10 | 2006-02-23 | Aisin Aw Co Ltd | 流体伝動装置の油圧回路 |
JP2009052643A (ja) * | 2007-08-27 | 2009-03-12 | Mazda Motor Corp | ロックアップクラッチの油圧制御装置 |
JP2010065837A (ja) * | 2008-09-12 | 2010-03-25 | Aisin Aw Co Ltd | 流体伝達装置 |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3204427B2 (ja) * | 1993-03-24 | 2001-09-04 | 豊田工機株式会社 | トリポード型等速ジョイント |
JP3787921B2 (ja) * | 1996-10-24 | 2006-06-21 | アイシン精機株式会社 | トルクコンバータのロックアップ油圧制御装置 |
JP4686938B2 (ja) * | 2001-08-28 | 2011-05-25 | トヨタ自動車株式会社 | ロックアップクラッチ付トルクコンバータの油圧制御装置 |
DE102005037759A1 (de) | 2004-08-10 | 2006-03-02 | Aisin AW Co., Ltd., Anjo | Hydraulikschaltung und Hydrauliksteuereinheit für Hydrogetriebe |
JP4642560B2 (ja) * | 2005-06-14 | 2011-03-02 | アイシン・エィ・ダブリュ株式会社 | 自動変速機の油圧制御装置 |
JP4577342B2 (ja) * | 2007-09-10 | 2010-11-10 | トヨタ自動車株式会社 | 油圧制御装置 |
JP5045385B2 (ja) * | 2007-11-16 | 2012-10-10 | トヨタ自動車株式会社 | ロックアップクラッチの油圧制御装置 |
JP2009243640A (ja) * | 2008-03-31 | 2009-10-22 | Aisin Aw Co Ltd | 発進装置の油圧制御装置 |
JP5233884B2 (ja) | 2009-07-16 | 2013-07-10 | アイシン精機株式会社 | 流体伝動装置の油圧制御装置 |
-
2012
- 2012-12-06 US US14/343,340 patent/US9109686B2/en active Active
- 2012-12-06 JP JP2013548292A patent/JP5668870B2/ja not_active Expired - Fee Related
- 2012-12-06 DE DE112012003507.0T patent/DE112012003507T5/de not_active Withdrawn
- 2012-12-06 WO PCT/JP2012/081653 patent/WO2013084993A1/ja active Application Filing
- 2012-12-06 CN CN201280045718.1A patent/CN103814240B/zh active Active
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH03204472A (ja) * | 1989-12-31 | 1991-09-06 | Aisin Aw Co Ltd | 車両用自動変速機の油圧制御装置 |
JP2003042287A (ja) * | 2001-07-31 | 2003-02-13 | Aisin Aw Co Ltd | 自動変速機の油圧制御装置 |
JP2006052746A (ja) * | 2004-08-10 | 2006-02-23 | Aisin Aw Co Ltd | 流体伝動装置の油圧回路 |
JP2009052643A (ja) * | 2007-08-27 | 2009-03-12 | Mazda Motor Corp | ロックアップクラッチの油圧制御装置 |
JP2010065837A (ja) * | 2008-09-12 | 2010-03-25 | Aisin Aw Co Ltd | 流体伝達装置 |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20170009866A1 (en) * | 2014-01-22 | 2017-01-12 | Zf Friedrichshafen Ag | Transmission Device with a Hydraulic System |
JP2017503982A (ja) * | 2014-01-22 | 2017-02-02 | ツェットエフ、フリードリッヒスハーフェン、アクチエンゲゼルシャフトZf Friedrichshafen Ag | 油圧システムを備える変速装置 |
US9816595B2 (en) * | 2014-01-22 | 2017-11-14 | Zf Friedrichshafen Ag | Transmission device with a hydraulic system |
KR101713738B1 (ko) * | 2015-10-26 | 2017-03-08 | 현대자동차 주식회사 | 토크 컨버터의 유압제어회로 |
US9797507B2 (en) | 2015-10-26 | 2017-10-24 | Hyundai Motor Company | Hydraulic control apparatus for hydraulic torque converter |
Also Published As
Publication number | Publication date |
---|---|
JP5668870B2 (ja) | 2015-02-12 |
DE112012003507T5 (de) | 2014-06-05 |
US9109686B2 (en) | 2015-08-18 |
US20140231205A1 (en) | 2014-08-21 |
JPWO2013084993A1 (ja) | 2015-04-27 |
CN103814240B (zh) | 2015-07-22 |
CN103814240A (zh) | 2014-05-21 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US8616355B2 (en) | Hydraulic control device for automatic transmission | |
JP5195471B2 (ja) | 動力伝達装置およびこれを搭載する車両 | |
WO2010087081A1 (ja) | 動力伝達装置およびこれを搭載する車両 | |
US20120000740A1 (en) | Hydraulic pressure control device | |
JP5742966B2 (ja) | 潤滑油供給装置 | |
JP5556712B2 (ja) | 油圧制御装置 | |
JP5692416B2 (ja) | スプール弁および潤滑油供給装置 | |
JP5668870B2 (ja) | 油圧制御装置 | |
WO2014157544A1 (ja) | 油圧制御装置および油圧制御方法 | |
JP5482251B2 (ja) | ロックアップクラッチ装置およびその制御方法 | |
JP5477181B2 (ja) | 油圧制御装置 | |
JP5233693B2 (ja) | 動力伝達装置およびこれを搭載する車両 | |
JP4761296B2 (ja) | 変速機の油圧制御装置 | |
JP5163483B2 (ja) | 動力伝達装置およびこれを搭載する車両 | |
JP2014126074A (ja) | 潤滑油供給装置 | |
JP2013174259A (ja) | 自動変速機の油圧制御装置 | |
WO2018168970A1 (ja) | 油圧制御装置 | |
JP2021148285A (ja) | 油圧制御装置 | |
JP2023077582A (ja) | 油圧制御装置 | |
JP2022158862A (ja) | 油圧制御装置 | |
JP2011214616A (ja) | 油圧制御装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 12855239 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 2013548292 Country of ref document: JP Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 14343340 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 1120120035070 Country of ref document: DE Ref document number: 112012003507 Country of ref document: DE |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 12855239 Country of ref document: EP Kind code of ref document: A1 |