WO2014097841A1 - Dispositif de commande d'embrayage destiné à une transmission automatique - Google Patents

Dispositif de commande d'embrayage destiné à une transmission automatique Download PDF

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Publication number
WO2014097841A1
WO2014097841A1 PCT/JP2013/081998 JP2013081998W WO2014097841A1 WO 2014097841 A1 WO2014097841 A1 WO 2014097841A1 JP 2013081998 W JP2013081998 W JP 2013081998W WO 2014097841 A1 WO2014097841 A1 WO 2014097841A1
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WO
WIPO (PCT)
Prior art keywords
clutch
pressure
lock
valve
release
Prior art date
Application number
PCT/JP2013/081998
Other languages
English (en)
Japanese (ja)
Inventor
裕介 中野
小林　克也
哲史 勝又
昌夫 三宅
Original Assignee
ジヤトコ株式会社
日産自動車株式会社
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 ジヤトコ株式会社, 日産自動車株式会社 filed Critical ジヤトコ株式会社
Priority to JP2014553047A priority Critical patent/JP5890913B2/ja
Publication of WO2014097841A1 publication Critical patent/WO2014097841A1/fr

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    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
    • F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/12—Details not specific to one of the before-mentioned types
    • 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
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0212—Details of pistons for master or slave cylinders especially adapted for fluid control
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0221—Valves for clutch control systems; Details thereof
    • 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
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
    • F16H2061/1276—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a friction device, e.g. clutches or brakes
    • 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
    • F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
    • F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
    • F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
    • F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
    • F16H9/16—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts
    • F16H9/18—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts only one flange of each pulley being adjustable

Definitions

  • the present invention relates to a clutch control device for an automatic transmission that is mounted on an automobile or the like and that can be engaged and retained after clutch engagement without clutch engagement pressure.
  • Multi-plate hydraulic clutches are well known, and for example, those described in Patent Document 1 are known.
  • This clutch includes a friction plate that is spline-fitted to the inner peripheral surface of the clutch drum, a friction plate that is spline-fitted to the outer peripheral surface of the clutch hub disposed inside the clutch drum, and a clutch that operates hydraulically.
  • To engage the clutch supply clutch engagement pressure oil, move the clutch piston in this axial direction against the elastic force of the return spring, and press the friction plates together to engage the clutch drum and clutch. ⁇ Make the clutch engaged so that torque can be transmitted to the hub.
  • To release the clutch the clutch engagement pressure oil is discharged, the clutch piston is pushed back by the return spring, and the clutch release state in which the torque is not transmitted is eliminated by eliminating the pressing force to the friction plate.
  • the conventional clutch has the following problems. That is, in the conventional clutch device, during clutch engagement, in order to secure the necessary pressing force on the friction plate while overcoming the return force of the return spring, a high clutch engagement hydraulic pressure must be continuously applied to the clutch piston. In other words, it is inevitable that the oil pump will be overloaded and fuel economy will deteriorate. In addition, in the clutch, during the engagement of the clutch, oil leakage from the passage of the clutch fastening oil should be prevented by a seal ring provided at a portion where oil is transferred between the relatively rotating members. However, during clutch engagement, a high clutch engagement pressure acts on the seal ring and rotates while pressing the seal ring against one of the relative rotation side members. Loss occurs, and the fuel efficiency deteriorates accordingly.
  • the present invention has been made paying attention to the above problems, and the object of the present invention is to reduce the energy loss caused during clutch engagement due to the clutch engagement hydraulic pressure.
  • An object of the present invention is to provide a clutch device that can be released more reliably.
  • the clutch control device for an automatic transmission includes a manual valve, a clutch, a clutch release valve, a lock mechanism, an abnormality detection sensor, and a lock forced release means.
  • the manual valve outputs a clutch engagement pressure when a predetermined traveling position is selected by operating the selector.
  • the clutch can be brought into a clutch-engaged state by moving the clutch / piston by supplying the clutch-engagement pressure.
  • the clutch release valve can output the clutch release hydraulic pressure by bypassing the manual valve.
  • the lock mechanism can mechanically lock the position of the clutch / piston when the clutch enters the clutch engagement state by supplying the clutch engagement pressure with the clutch engagement pressure reduced, while the clutch release valve outputs Release the lock with the clutch release pressure.
  • the abnormality detection sensor detects an abnormal situation in which the clutch release pressure for releasing the lock mechanism becomes uncontrollable.
  • the lock forcibly releasing means is configured so that the clutch release valve is in a state where the manual valve maintains the position of the predetermined traveling position.
  • a lock forcible release pressure is supplied to the lock mechanism through an oil passage that is different from the oil passage that supplies the clutch release hydraulic pressure to the lock mechanism to forcibly release the lock of the lock mechanism.
  • the clutch control device for an automatic transmission it is not necessary to maintain the clutch engagement hydraulic pressure while the clutch is engaged, and at this time, the friction is applied to the seal ring disposed between the members that rotate relative to each other with the clutch engagement pressure. -It is possible to reduce the energy loss caused by the clutch engagement hydraulic pressure during clutch engagement by preventing the high pressure clutch hydraulic pressure that causes loss from acting. In this case, even when the clutch release pressure for releasing the lock of the lock mechanism becomes uncontrollable, the clutch can be reliably released by the lock forcible release means, and safety and reliability can be ensured.
  • FIG. 1 is a cross-sectional view around a forward / reverse switching device of a belt type continuously variable transmission including a clutch device controlled by a clutch control device of an automatic transmission according to a first embodiment of the present invention. It is an expanded sectional view of the lock mechanism used with the clutch apparatus of FIG. It is the schematic diagram showing the force relationship when a forward clutch piston presses a subpiston in the said clutch apparatus. It is the schematic diagram showing the force relationship when a sub piston presses a forward clutch piston in the said clutch apparatus. It is a figure which shows the half-clutch state which the said clutch apparatus is slipping. It is a figure which shows the state which the said clutch apparatus is fastened. FIG.
  • FIG. 3 is a hydraulic circuit diagram of the clutch control device of the automatic transmission according to the first embodiment for executing control for supplying and discharging oil to and from the clutch device and the lock mechanism.
  • the hydraulic circuit of FIG. 7 it is a figure explaining the flow of the oil at the time of fastening a clutch normally.
  • the hydraulic circuit of FIG. 7 it is a figure explaining the flow of the oil at the time of locking the lock mechanism normally.
  • the hydraulic circuit of FIG. 7, it is a figure explaining the flow of the oil at the time of releasing a clutch normally.
  • the hydraulic circuit of FIG. 7, it is a figure explaining the oil flow at the time of clutch fastening pressure when ATCU goes down during driving
  • This clutch device is used to switch a forward / reverse switching device for a belt type continuously variable transmission for a vehicle.
  • FIG. 1 shows only the upper half of the input shaft 24.
  • the forward / reverse switching device 1 is composed of a single pinion type planetary gear set.
  • This planetary gear set is a pinion carrier that rotatably supports a sun gear 2, a ring gear 3 disposed on the outer periphery thereof, and a plurality of pinions 4 that always mesh with the sun gear 2 and the ring gear 3, respectively. 5 and.
  • the sun gear 2 is spline-engaged with a cylindrical portion protruding in the axial direction of the fixed sheave 6 of the primary pulley of the sun gear 2, and functions as an output member of the forward / reverse switching device 1.
  • the side surface of the gear 2 opposite to the sheave 6 is connected to the inner peripheral portion of the forward clutch hub 15 and can function as an input member for driving force.
  • the ring gear 3 is engaged with a spline formed on the inner peripheral surface of the outer cylindrical portion 7a of the forward clutch drum 7 and functions as an input member of the forward / reverse switching device 1.
  • the pinion carrier 5 functions as a fixing member of the forward / reverse switching device 1 with a brake drum 8 connected to the outer peripheral portion.
  • both A plurality of friction plates 10a and 10b which are separately engaged with each other, are arranged, and the brake piston 12 moves forward and backward according to the supply and discharge of the brake pressure oil to the brake oil chamber 11.
  • a reverse brake 13 for fastening and releasing the brake drum 8 and the case side member 9A is provided.
  • a return spring 14 is disposed between the tip of the brake piston 12 and the friction plate 10. Therefore, when the reverse brake 13 is engaged, the pinion carrier 5 is fixed to the case side and stops.
  • a forward clutch 16 is provided between the forward clutch drum 7 connected to the ring gear 3 and the forward clutch hub 15 connected to the sun gear 2.
  • the detailed structure of the forward clutch 16 will be described later.
  • the forward clutch 16 includes a plurality of drive plates 17 that are fitted to the splines on the inner peripheral surface side of the forward clutch drum 7 and are movable in the axial direction, and the forward clutch hub 15.
  • a plurality of driven plates 18 that are fitted to the splines on the outer peripheral surface and are movable in the axial direction are alternately arranged in the axial direction, and the friction surfaces are overlapped so as to be pressed.
  • a diaphragm spring 20 is disposed between the drive plate 17 closest to the forward / reverse switching device 1 (on the leftmost side in FIG. 1) of the drive plate 17 and the snap ring 19 fixed to the forward clutch drum 7, A diaphragm spring 20 is disposed.
  • the diaphragm spring 20 is set to be completely compressed when the clutch is engaged.
  • the diaphragm spring 20 corresponds to the elastic member of the present invention.
  • the snap ring 19 is configured to receive an axial load by contacting the side end surface of the ring gear 3.
  • the forward clutch piston 21 is inserted into a cylindrical space between the outer cylindrical portion 7a and the inner cylindrical portion 7b of the forward clutch drum 7, and is movable in the axial direction thereof.
  • the outer cylindrical portion 21a of the forward clutch piston 21 is bent outward in the radial direction and can contact the rightmost drive plate 17 in FIG. Further, the tip end portion of the inner cylindrical portion 21b is supported on the outer peripheral surface of the inner cylindrical portion 7b of the forward clutch drum 7. Further, a seal member 28 is provided between the inner cylindrical portion 21b and the inner cylindrical portion 7b.
  • FIG. 1 of the cylindrical portion 23a of the forward support drum 23 rotatably supported by the inner boss portion 9a of the case side member 9B. It is connected to the outer peripheral end of the outer flange portion 23b that rises radially outward from the inner right end portion.
  • a boss portion 23 d formed on the inner end portion of the inner flange portion 23 c bent inward in the radial direction is spline-fitted to the input shaft 24.
  • the cylindrical portion 23a of the forward support drum 23 is rotatably supported on the outer peripheral surface of the cylindrical boss portion 9a of the case side member 9B.
  • Three sealing members 25a, 25b, and 25c are disposed between the cylindrical portion 23a and the boss portion 9a.
  • a partition plate 26 is mounted on the outer peripheral surface of the left end portion in FIG. 1 of the cylindrical portion 23a of the forward support drum 23.
  • the inner peripheral end portion is restricted from moving to the left in the axial direction in FIG. 1 by the snap ring 27, and the seal member 44 attached to the outer peripheral end portion is provided with a forward clutch piston.
  • 21 is brought into contact with the inner peripheral surface of the outer cylindrical portion 21a.
  • An annular return spring 29 is provided between the partition plate 26 and the forward clutch piston 21, and the elastic force causes the forward clutch piston 21 to be released (the position shown in FIG. 1), that is, the forward clutch piston 21.
  • the forward clutch piston 21 is pressed against the side wall 7c of the clutch drum 7 so that the drive clutch 17 and the driven plate 18 are not pressed against each other when the clutch is released.
  • a clutch fastening pressure chamber 30 is defined between the side wall 7c of the forward clutch drum 7 and the forward clutch piston 21, while between the partition plate 26 and the forward clutch piston 21.
  • the clutch release pressure chamber 31 is defined.
  • the clutch engagement pressure chamber 30 corresponds to the clutch engagement pressure portion of the present invention.
  • a lock mechanism including a part of the inner cylindrical portion 21b of the forward clutch piston 21 and the cylindrical portion 23a of the forward support drum 23 is included. 32 is provided.
  • the lock mechanism 32 maintains the forward clutch clutch 16 in the engaged state by mechanically holding the engagement position of the forward clutch piston 21 even if the clutch engagement pressure is reduced or eliminated.
  • the locking mechanism 32 includes an inner cylindrical portion 21b of the forward clutch piston 21 and a cylindrical portion 23a of the forward support drum 23, and includes a sub piston 33, a ball 34, a pressing spring 35, and seal members 22, 28, 39. And is configured as described below.
  • the inner cylindrical portion 21b of the forward clutch piston 21 is directed toward the side wall 7c of the forward clutch drum 7. Accordingly, a first tapered surface 21c that expands in diameter is formed.
  • the inner cylindrical portion 7b of the forward clutch drum 7 that supports the inner cylindrical portion 21b of the forward clutch piston 21 has a plurality of ball holding holes 36 that are arranged in the circumferential direction and into which the balls 34 can be inserted. From these, a clutch fastening pressure hole 7d for passing the clutch fastening pressure oil is formed at the right side in FIG. 2, and an annular seal groove 7e for inserting the seal member 28 is formed on the tip side opposite to these.
  • the ball 34 is always in the ball holding hole 36 and moves along the radial direction in the ball holding hole 36 ⁇ ⁇ according to the positions of the forward clutch piston 21 and the sub-piston 33. However, regardless of the position of the sub-piston 33, the ball 34 always protrudes radially inward and outward from the ball holding hole 36, and the first tapered surface 21c of the forward clutch piston 21 and the later-described It is comprised so that the 2nd taper surface 33d of the subpiston 33 to contact may be contacted.
  • the number of the ball holding holes 36 into which the balls 34 are inserted may be determined by the maximum transmission torque that can be transmitted by the forward clutch 16.
  • the sub-piston 33 is an annular member, and is provided between the inner cylindrical portion 7b of the forward clutch drum 7 and the cylindrical portion 23a of the forward support drum 23 so as to be movable in the axial direction of the clutch.
  • the sub piston 33 is in contact with the radially inner portion of the ball 34 on the outer peripheral surface side, and a ball advance / retreat inclined portion 33b that can move the ball 34 along the radial direction according to the position of the sub piston 33 is formed.
  • the ball advance / retreat inclined portion 33b is formed by recessing a part of the outer periphery of the sub-piston 33.
  • the bottom of the ball advance / retreat inclined portion 33b has a second tapered surface 33d whose depth becomes shallower as it goes to the right side in FIG.
  • the seal member 22 inserted into the annular seal groove 33c on the left side in FIG. 2 from the ball advance / retreat inclined portion 33b on the outer peripheral surface of the sub-piston 33 is formed on the inner peripheral surface of the inner cylindrical portion 7b of the forward clutch drum 7.
  • the clutch engagement pressure chamber 30 and the clutch release pressure chamber 31 are prevented from communicating with each other.
  • a plurality of communication grooves 33e are formed at the left end portion of the sub piston 33 in FIG. 2 to secure a communication path even when the sub piston 33 is in contact with the partition plate 26, and to release the clutch.
  • the clutch release pressure oil can be supplied into the chamber 31.
  • a pressing spring 35 is disposed between the right end surface of the sub-piston 33 in FIG. 2 and the outer flange portion 23b of the forward support drum 23 to urge the sub-piston 33 to the left in FIG.
  • the second taper surface 33d of the ball forward / backward inclined portion 33b causes the ball 34 to move to Press against the side wall forming the ball holding hole 36 and the first tapered surface 21c of the inner cylindrical portion 21b of the forward clutch piston 21.
  • the return force of the return spring 29 is strong and the forward clutch piston 21 does not move, and therefore the ball 34 does not move.
  • the sub-piston 33 is restricted by the position of the forward clutch piston 21, and its movement in the axial direction is restricted via the ball 33 so as not to move excessively to the left in FIG.
  • a communication hole 37 is formed, and a clutch release pressure communication hole 38 capable of supplying and discharging the clutch release pressure oil to and from the clutch release pressure oil chamber 31 is formed.
  • the clutch fastening pressure communication hole 37 and the clutch release pressure communication hole 38 are configured such that the seal member 39 provided between the cylindrical portion 23a of the forward support drum 23 and the sub piston 33 does not communicate with each other.
  • boss portion 9a of the case side member 9B is connected to the clutch fastening pressure communication hole 37 and the clutch release pressure communication hole 38 formed in the cylindrical portion 23a of the forward support drum 23, respectively.
  • a passage 40 and a clutch release pressure communication passage 41 are formed.
  • the clutch engagement pressure communication passage 40 and the clutch release pressure communication passage 41 are connected to the control device 42.
  • the clutch engagement pressure and the clutch release pressure are set to optimum values, and the supply / discharge timing thereof is determined. Therefore, after the lock mechanism 32 is locked by the engagement of the forward clutch 16, the function of releasing the clutch engagement pressure oil in the clutch engagement pressure chamber 30 is also performed here.
  • FIG. 3 (a) shows that the forward clutch piston 21 urged by the elastic force (return force) F from the fully compressed diaphragm spring 20 in the clutch engaged state is connected to the sub piston 33 via the ball 34.
  • the case of pressing in the axial direction is schematically represented.
  • the return spring 29 When the return spring 29 is provided, the load of the return spring 29 may be further added to the elastic force of the diaphragm spring 20.
  • FIG. 3 (b) shows the relationship between the component forces when the first tapered surface 21c of the forward clutch piston 21 presses the ball 34 at that time. Since the angle of the first taper surface 21c is ⁇ , the component force of the return force F in the direction along the first taper surface 21c is Fcos ⁇ , and the component force in the direction perpendicular to the first taper surface 21c is Fsin ⁇ .
  • FIG. 3C shows the relationship between component forces acting on the ball 34.
  • the ball 34 since the component force of Fsin ⁇ perpendicularly thereto from the first tapered surface 21c is applied and which are divided in the axial direction of the component force of the clutch and its radial component force, respectively Fsin 2 theta, Fsin ⁇ cos ⁇ .
  • FIG. 3 (d) shows the relationship of the component force that presses the second tapered surface 33d of the sub-piston 33. Since the force acting on the second taper surface 33d radially inward from the ball 34 is Fsin ⁇ cos ⁇ , the component force in the direction along the second taper surface 33d and the component force in the direction perpendicular to the second taper surface 33d are Fsin ⁇ cos ⁇ sin ⁇ and Fsin ⁇ cos ⁇ cos ⁇ are obtained using the angle ⁇ of the tapered surface 33d.
  • FIG. 3E shows the relationship between the component force in the radial direction and the axial direction of the clutch acting on the second tapered surface 33d of the sub-piston 33.
  • the force by which the forward clutch piston 21 pushes the sub-piston 33 in the axial direction via the ball 34 by the return force F of the diaphragm spring 20 is the axial component force Fsin ⁇ sin ⁇ cos ⁇ . Therefore, in the case of the present embodiment in which ⁇ is set to 10 ° and ⁇ is set to 25 °, it can be seen that the sub-piston 33 can be held with about 15% of the return force F of the diaphragm spring 20.
  • FIG. 4A schematically shows the relationship of the force when the sub piston 33 presses the forward clutch piston 21 in the axial direction by the urging force P of the pressing spring 35 contrary to the above case.
  • FIG. 4B shows the relationship of the component force at the second tapered surface 33d when the second tapered surface 33d of the sub-piston 33 pushes the ball 34 with the urging force P pushing the ball 34 in the axial direction.
  • the component force in the direction along the second taper surface 33d and the component force in the direction perpendicular to the second taper surface 33d are Pcos ⁇ and Psin ⁇ , respectively.
  • FIG. 4 (c) shows the relationship of the component force acting on the ball 34 from the second tapered surface 33d.
  • the axial component force and radial component force of the clutch are Psin 2 ⁇ and Psin ⁇ cos ⁇ , respectively.
  • FIG. 4 (d) shows the relationship of the component force of the force Psin ⁇ cos ⁇ in which the ball 34 pushes the first taper surface 21c of the forward clutch piston 21 in the vertical direction.
  • the component force in the direction along the first taper surface 21c and the component force in the direction perpendicular to the first taper surface 21c are Psin ⁇ sin ⁇ cos ⁇ and Pcos ⁇ sin ⁇ cos ⁇ , respectively.
  • FIG. 4 (e) shows the relationship between the component force acting on the ball 34 acting on the first taper surface 21 c of the forward clutch piston 21 perpendicularly.
  • the radial component force and the axial component force are Pcos 2 ⁇ sin ⁇ cos ⁇ and Psin ⁇ cos ⁇ sin ⁇ cos ⁇ , respectively. Therefore, the force by which the pressing spring 35 pushes the forward clutch piston 21 in the axial direction is Psin ⁇ cos ⁇ sin ⁇ cos ⁇ .
  • ⁇ is set to 10 ° and ⁇ is set to 25 °
  • the forward clutch piston 21 is pressed in the axial direction at about 6.55% of the pressing force P. Therefore, the pressing force corresponds to about 1% of the biasing force of the diaphragm spring 20 and about 7% of the load of the return spring 29.
  • FIG. 1 shows a neutral state without power transmission.
  • neither the clutch engagement pressure nor the clutch release pressure is supplied to the clutch engagement pressure chamber 30 or the clutch release pressure chamber 31.
  • the diaphragm spring 20 is in a free state, and the drive plate 17 and the driven plate 18 are not pressed against each other, so that the torque that can be transmitted between them is substantially zero.
  • the forward clutch piston 21 is reliably returned to the clutch disengagement position pressed against the inner side wall 7c of the forward clutch drum 7 by the return spring 29, and the position is maintained.
  • the forward clutch piston 21 is in the clutch disengaged position, that is, the most rightmost position in FIGS. 1 and 2, so that the leftmost portion in FIG. Contacts the ball 34 and presses it toward the lower right in FIG.
  • the ball 34 is at the radially innermost side, and the radially inner portion of the ball 34 projects radially inward from the ball holding hole 36 of the forward clutch drum 7 to hold the ball of the sub piston 33.
  • the portion 33b is in contact with the second tapered surface 33d.
  • the sub piston 33 is urged by the pressing spring 35 in the clutch fastening direction (left direction in FIG. 1), the sub piston 33 is axially directed rightward in FIG.
  • the force (locking force) for urging the spring is stronger than the pressing force in the reverse direction of the pressing spring 35.
  • the sub-piston 33 is held at the position shown in FIG.
  • the clutch engagement pressure oil is inserted from the control device 42 into the clutch engagement pressure communication passage 40, the clutch engagement pressure hole 37, and the pressure spring 35. It goes to the clutch fastening chamber 30 through the space where it is.
  • the clutch fastening chamber 30 is filled with the clutch fastening pressure oil, the pressure inside the clutch fastening chamber 30 increases, and the forward clutch piston 21 begins to move to the left in FIG. 1 against the return force of the return spring 29, Next, the diaphragm spring 20 starts to be compressed while the drive plate 17 and the driven plate 18 are pressed.
  • the ball 34 of the locking mechanism 32 always receives a pressing force from the pressing spring 35 toward the left side in FIG. 1 via the second tapered surface 33d of the sub-piston 33. Since the sub-piston 33 is pressed to the left side in FIG. 1 from the clutch engagement pressure acting on the right end surface in FIG. 1, the ball 34 is pushed outward in the radial direction with a stronger force than when the clutch is released. To do.
  • This state is a clutch complete engagement state in which the slip is not generated and all the input torque can be transmitted.
  • the forward clutch piston 21 can no longer move forward. Therefore, the most advanced position of the sub piston 33 and the ball 34 is determined at this position, and this position becomes the lock position.
  • the control device 42 releases the clutch engagement pressure oil from the clutch engagement chamber 30.
  • the hydraulic pressure that presses the forward clutch piston 21 in the clutch fastening direction disappears, but the lock mechanism 32 maintains the mechanically locked state at the locked position, so that the forward clutch piston 21 also changes its position. maintain. Therefore, the forward clutch 16 is maintained in the engaged state, and the forward clutch drum 7 and the forward clutch hub 15 rotate while transmitting all the input torque.
  • the diaphragm spring 20 In this fully engaged state, the diaphragm spring 20 is in a fully compressed state, and the elastic force generated at that time is the total torque input between the drive plate 17 and the driven plate 18. Any size that is necessary to convey. Further, when the diaphragm spring 20 is fully compressed, the locking position of the lock mechanism 32 is automatically determined in the fully-engaged state, so that the live plate 17 due to variations in the diaphragm spring 20 and changes over time Despite the wear of the driven plate 18, the optimum locking position is always ensured.
  • the clutch release pressure oil is supplied from the control device 42 to the clutch release pressure chamber 31 through the clutch release pressure communication passage 41, the clutch release pressure communication hole 38, and the like.
  • the clutch release pressure chamber 31 is filled with clutch release pressure oil and the release pressure increases, the pressure that directly pushes the forward clutch piston 21 to the right side in FIG. 1 also increases and the left end of the sub piston 33 in FIG. The part is also pressed to the right side in FIG. 1 by the release pressure.
  • the sub piston 33 is pressed and moved to the right side in FIG. 1 by the release pressure, and the forward clutch piston 21 is also moved by the release hydraulic pressure and the elastic force of the diaphragm spring 20 and the return spring 29 in FIG. Move to the right. Accordingly, the ball 34 is pushed radially inward by the first taper surface 21c in accordance with the retraction of the forward clutch piston 21 while contacting the second taper surface 33d of the retreating sub-piston 33, and the lock mechanism 32 Is unlocked.
  • the clutch control device includes the control device 42 and the abnormality detection sensor 43.
  • the control device 42 has a hydraulic circuit including a microcomputer, a control valve, etc., and a part of the hydraulic circuit is shown in FIG.
  • the hydraulic circuit of the control device 42 includes a pressure regulator valve 50, a first pilot valve 51, a second pilot valve 52, and a two-way linear solenoid valve 53 for clutch.
  • a two-way linear solenoid valve 60, a lock-up control valve 61, and a fail-safe valve 62 are provided and connected as shown in FIG.
  • the pressure regulator valve 50 reduces the oil supplied from a pump (not shown) to a predetermined pressure and outputs the line pressure to the first pilot valve 51.
  • the first pilot valve 51 reduces the line pressure supplied from the pressure regulator valve 50 to create a first pilot pressure.
  • the first pilot pressure is supplied to the second pilot valve 52, the clutch pressure control valve 54, the switch valve 55, and the hold valve 57, respectively.
  • the second pilot valve 52 further reduces the first pilot pressure supplied from the first pilot valve 51 to create a second pilot pressure.
  • This second pilot pressure is supplied to the switch valve 55, the clutch two-way linear solenoid valve 53, the on / off switching solenoid valve 58, and the lock-up two-way linear solenoid valve 60, respectively. Is done.
  • the two-way linear solenoid valve 53 for clutch uses a second pilot pressure according to the position of the spool in which the second pilot pressure input from the second pilot valve 52 to the input port 53a is moved by the linear solenoid.
  • the first solenoid pressure is obtained by discharging the part from the drain port 53c.
  • the first solenoid pressure is supplied from the output port 53b to the clutch pressure control valve 54, the switch valve 55, and the hold valve 57, and the valves are switched according to the magnitude of the first solenoid pressure. Is controlled.
  • the input port 53a When no current is applied to the solenoid, the input port 53a is connected to the drain port 53c, and when the magnitude of the applied current is increased, the input port 53a increases the flow area of the connection with the drain port 53c.
  • the clutch pressure control valve 54 switches the oil flow by opposing the elastic force of the spring 54a and the first solenoid pressure from the two-way linear solenoid valve 53 for clutch.
  • a predetermined value maximum value
  • the spool is in the first position (in FIG. 8).
  • Output port 54d is blocked from input port 54b and connected to drain port 54c.
  • the first solenoid pressure is a predetermined value
  • the spool is in the second position (the upper position in FIG. 8), and the output port 54d is blocked from the drain port 54c and connected to the input port 54b.
  • the first pilot pressure is supplied from the output port 54d to the first input port 55b of the switch valve 55.
  • the spool is in the first position (the lower position in FIG. 8), and the first output port 55d is blocked from the first input port 55b, and the second inlet Since it is connected to the port 55 c, the second pilot pressure is supplied from the first output port 55 d to the input port 56 a of the manual valve 56.
  • the third input port 55e is connected to the second output port 55f, so that the first pilot pressure is supplied to the input port 57b of the hold valve 57.
  • the manual valve 56 moves when the spool moves in conjunction with a select lever (not shown) that is switched by the driver, and when the forward position D position is selected, the input port 56a is connected to the first output port 56b, and the input The applied clutch pressure oil is supplied to the clutch engagement pressure chamber 30 as a clutch engagement pressure. As a result, the forward clutch 16 is engaged. At this time, the second output port 56c is connected to the first drain port 56d. When the R position, which is the reverse position, is selected, the input port 56a is connected to the second force port 56c, and the input clutch pressure oil is supplied to the brake pressure chamber 11 as a brake engagement pressure. As a result, the reverse brake 13 is engaged. At this time, the first output port 56b is connected to the second drain port 56e.
  • the manual valve 56 blocks the input port 56a from the first output port 56b and the second force port 56c, and connects the first output port 56b and the second force port 56c to the first drain. -Connect the port 56d and the second drain port 56e, respectively, so that no hydraulic pressure acts on the forward clutch 16 and the reverse brake 13. Since the manual valve 56 is switched at multiple positions, the connections to the first drain port 56d and the second drain port 56e are complicated in FIGS. Details of this case are omitted.
  • the hold valve 57 is switched according to the relationship between the first solenoid pressure from the clutch two-way linear solenoid valve 53 and the elastic force of the spring 57a.
  • the spool When the first solenoid pressure is not applied, the spool is in the first position (the lower position in FIG. 8) and the output port 57c is connected to the drain port 57d.
  • the first pilot pressure from the second output port 55f (used as the lock forcibly releasing pressure) is not output from the hold valve 57.
  • the spool is in the second position (the upper position in FIG.
  • the first pilot pressure is supplied to the clutch release pressure chamber 31 and the lock release side of the lock mechanism 32 via the fail safe valve 62, and these are released and released.
  • the hold valve 57 When the hold valve 57 is switched to the second position, the first pilot pressure from the first pilot valve 51 is newly introduced to hold the spring 57a in a compressed state. Therefore, even if the first solenoid pressure decreases, the hold valve 57 continues to be held at the second position. This is used to forcibly release the lock of the lock mechanism 32 by outputting the high first pilot pressure as the lock forcible release pressure at the time of abnormality described later.
  • the hold valve 57 corresponds to the lock forcibly releasing means of the present invention.
  • the on / off switching solenoid valve 58 is switched by a solenoid.
  • the spool When no current is applied to the solenoid, the spool is in the first position (the lower position in FIG. 8), and the input port 58a is the output port 58b. Therefore, the second pilot pressure is not supplied to the release pressure switch valve 59.
  • the spool When current is applied to the solenoid, the spool is in the second position (upper position in FIG. 8), and the input port 58a is connected to the output port 58b, so that the second pilot pressure is applied to the release pressure switch valve 59. Is supplied.
  • the release pressure switch / valve 59 is switched according to this force relationship by opposing the second pilot pressure from the on / off switching solenoid valve 58 and the elastic force of the spring 59a.
  • the second pilot pressure is not applied, the spool is in the first position (left side position in FIG. 8), and the output port 59d is blocked from the input port 59b and connected to the drain port 59c.
  • the second pilot pressure is not supplied to the unlocking side of the clutch release pressure chamber 31 and the lock mechanism 32 connected to the output port 59d.
  • the spool When the second pilot pressure is applied, the spool is in the second position (right side position in FIG. 8), and the input port 59b is blocked from the drain port 59c and connected to the output port 59d.
  • the second pilot pressure is supplied to the clutch release pressure chamber 31 or the lock release side of the lock mechanism 32 as a clutch release hydraulic pressure via the fail safe valve 62.
  • the elastic force of the spring 62a and the first pilot pressure from the output port 57c of the hold valve 57 are opposed to each other.
  • the second pilot pressure is selectively switched and output as a clutch release pressure. That is, normally, the spool is in the first position (the position on the left side in the figure), the first input port 62b is connected to the output port 62d, and supplied from the output port 59d of the release pressure switch valve 59. Then, this pressure is output from the output port 62d using the second pilot as the clutch release pressure. As a result, the lock mechanism 32 is unlocked.
  • the first pilot pressure output from the output port 57c of the hold valve 57c acts on the left end of the fail safe valve 62 in the same figure to move the spool to the second position (on the right side in the same figure). Position).
  • the output port 62d is connected to the second input port 62c, and the first pilot pressure supplied from the output port 57c of the hold valve 57c is output from the output port 57c as the lock forced release pressure.
  • the lock of the lock mechanism 32 is forcibly released.
  • the two-way linear solenoid valve 60 for lockup is applied with an electric current that is variable in size according to the operating condition, and is input from the second pilot valve 52 according to the magnitude of the current.
  • a part of the second pilot pressure oil input to the port 60a is extracted from the drain port 60b to generate a lockup control pressure, and this pressure acts on the lockup control valve 61 from the output port 60c.
  • the lockup control valve 61 locks up the torque converter pressure (not shown) input from the input port 61b according to the magnitude of the lockup control pressure input from the two-way linear solenoid valve 60 for lockup. -By assigning to the first output port 61c leading to the release chamber and the second output port 61d leading to the lockup chamber, the lockup device will be in a state of lockup release, slip lockup, complete lockup, etc. To.
  • the first pilot valve 51 reduces the line pressure to generate and output the first pilot pressure
  • the second pilot valve 52 further reduces the first pilot pressure. Then, the second pilot pressure is generated and output.
  • FIG. 8 shows the flow of oil when the select lever is selected to the D position in order to advance the vehicle in a normal time when there is no abnormality in the control device 42 or the like.
  • the input second pilot pressure remains as it is as the first solenoid pressure.
  • the clutch pressure control valve 54, the switch valve 55, and the hold valve 57 are supplied to compress the springs 54a, 55a, 57a, and the spools are moved upward (second position) in FIG. Move to.
  • the first pilot pressure oil input from the first pilot valve 51 is reduced by the clutch pressure control valve 54 in accordance with the magnitude of the first solenoid pressure, and clutch engagement pressure oil is produced.
  • This clutch engagement pressure oil is supplied to the first input port 55b of the switch valve 55, and since this valve is in the second position, it is supplied as it is from the first output port 55c to the input port 56a of the manual valve 56.
  • the first solenoid pressure oil from the clutch two-way linear solenoid valve 53 is also supplied to the hold valve 57. Accordingly, the hold valve 57 is in the second position, and the input port 57b and the output port 75c are connected, but the upstream switch valve 55 is in the second position, and the first pilot pressure Since the oil is discharged from the drain port 55g, no pressure oil is supplied to the input port 57b of the hold valve 57. Therefore, the lock forced release pressure oil (first pilot pressure oil) is not output from the hold valve 57.
  • the lock-up two-way linear solenoid valve 60 controls the solenoid so that the second pilot pressure oil is drained, the lock-up control valve 61 has a release-side port connected to the input port. And the lockup mechanism is released.
  • the two-way linear solenoid valve 53 for the clutch outputs a pressure that reduces the first solenoid pressure by discharging part of the second pilot pressure oil from the drain port 53c, Only the valve 54 is switched to the first position (the lower position in FIG. 8).
  • the clutch pressure control valve 54 since the input port 54b is blocked and the output port 54d is connected to the drain port 54c, the clutch engagement pressure is no longer supplied. At this time, since the output port 54d is also connected to the drain port 54c, the oil in the clutch engagement pressure chamber 30 and the lock mechanism 32 is supplied to the manual valve 56 and the switch valve 55 in the second position. Through the drain port 54c of the clutch pressure control valve 54. As a result, the forward clutch 16 is maintained in the clutch engagement state by the lock mechanism 32 in a state where the clutch engagement pressure is not supplied. Note that the hold valve 57 remains as it is, and no lock forced release pressure oil (first pilot pressure oil) is output. On the other hand, the two-way linear solenoid valve 60 for lock-up controls the lock-up control valve 61 so as to perform lock-up, slip lock-up, and lock-up release according to the traveling state of the vehicle.
  • FIG. 10 shows the flow of oil when releasing.
  • a release pressure switch / valve 59 is used as described below.
  • the lock By acting on the unlocking side, the lock is released and the forward clutch piston 21 is pushed back. As a result, the forward clutch 16 is released.
  • the energization of the solenoid of the on / off solenoid valve 58 is stopped and the valve is switched to the first position, so that the clutch release pressure oil supplied to the clutch release pressure chamber 31 is And is discharged from the drain port 59c via the fail-safe valve 62.
  • FIG. 11 shows the oil flow when a malfunction occurs.
  • the hold valve 57 is used for forcibly releasing the lock of the lock mechanism 32 and releasing the forward clutch 16.
  • the abnormality detection sensor 43 detects the abnormal situation as described above, the current application to the two-way linear solenoid valve 53 for the clutch is stopped. Then, the first solenoid pressure is not output from the output port 53b of the clutch two-way linear solenoid valve 53, and the clutch pressure control valve 54 and the switch valve 55 are in the first position. On the other hand, as described above, the hold valve 57 holds the second position by the first pilot pressure even when the first solenoid pressure is not output.
  • the second pilot pressure is supplied from the second input port 55c to the input port 56a of the manual valve 56 via the output port 55d.
  • This second pilot pressure is supplied to the clutch engagement chamber 30 of the forward clutch 16 and the lock side of the lock mechanism 32 as a clutch engagement pressure reduced from the normal engagement.
  • the first pilot pressure is supplied to the input port 57b of the hold valve 57. Since the hold valve 57 is in the second position and the input port 57b and the output port 57c are connected, the first pilot pressure output from the output port 57c is the left end of the fail-safe valve 62 in the figure. And the second input port 62c. As a result, in the fail safe valve 62, the spring 62a is compressed and switched to the second position (right side in FIG. 11), and the second input port 62c is connected to the output port 62d. Accordingly, the first pilot pressure is supplied as the lock forcible release pressure from the fail safe valve 62 to the clutch release pressure chamber 31 of the forward clutch 16 and the lock release side of the lock mechanism 32, and the lock is forcibly released.
  • the second pilot pressure is supplied as a reduced clutch engagement pressure to the clutch engagement chamber 30 and the lock mechanism 32 of the forward clutch 16, and the clutch release pressure chamber 31 and the lock mechanism 32 of the forward clutch 16 are supplied.
  • the first pilot pressure is supplied to the unlocking side, and the forcible releasing pressure (at the same time, the clutch releasing pressure increased from the normal releasing time) is supplied to oppose each other.
  • the first pilot pressure is set to be much larger than the second pilot pressure, the lock mechanism 32 is unlocked, the forward clutch 21 is pushed back, and the forward clutch 16 is released.
  • step S1 the microcomputer determines whether the abnormality detection sensor 43 has detected an abnormal condition. If YES, the process proceeds to step S2, and if NO, this process ends. Note that the above situation is that the supply voltage to the control device 41 is less than the predetermined value, disconnection of the on / off switching solenoid valve 58, inability to output hydraulic pressure from the on / off switching solenoid valve 58, etc. This is a case where an abnormality of the solenoid valve is detected.
  • step S2 it is determined whether or not the select position of the select lever has been detected by a signal from an inhibitor switch (not shown). If YES, the process proceeds to step S3, and if NO, this process ends.
  • step S3 it is determined whether or not the lock mechanism 32 is fastened. If YES, the process proceeds to step S4, and if NO, this process ends. This determination is made based on the magnitude of the current applied to the solenoid of the clutch two-way linear solenoid valve 53, for example.
  • step S4 the current applied to the solenoid of the two-way linear solenoid 53 for clutch is stopped, and the lock release pressure (first pilot pressure) is output from the hold valve 57, thereby locking the lock mechanism 32. Is forcibly released. After this cancellation, this process is terminated. When an abnormality is detected, an alarm may be issued to the driver, the following vehicle, etc.
  • the forward clutch 16 is interlocked with the forward clutch piston 21 and locked at the clutch engagement position. Since the lock mechanism 32 for discharging the clutch engagement pressure oil from the 16 clutch engagement pressure chambers 30 is provided, it is not necessary to maintain this clutch hydraulic pressure, and is disposed between the members that rotate relative to each other at this time. Since the high-pressure clutch hydraulic pressure that causes friction loss does not act on the seal members 25a to 25c, energy loss can be reduced and fuel efficiency can be improved. In particular, since the clutch device is the forward clutch 16 and maintains the engaged state for a long time during traveling, the above effect is great.
  • the abnormality detection sensor 43 detects an abnormality
  • the application of current to the solenoid of the clutch two-way linear solenoid valve 53 is stopped, and the lock forcible release pressure from the hold valve 57 is locked to the lock mechanism 32.
  • the lock is forcibly released by acting on the release side. Therefore, even when there is an abnormality, the forward clutch 16 can be released by reliably unlocking the lock mechanism 32 of the forward clutch 16. It should be noted that this forced unlocking can be performed even during traveling, and power transmission can be interrupted to ensure safety. Even when the vehicle is stopped from the failure detection state, the key is turned off, and the engine is restarted in the non-traveling range, the lock mechanism 32 is unlocked, so that the power is transmitted and the vehicle is It can prevent moving.
  • the present invention has been described based on the above-described embodiments.
  • the present invention is not limited to the above-described embodiments, and is included in the present invention even when there is a design change or the like without departing from the gist of the present invention.
  • the lock mechanism 32 may be different from that of the embodiment.
  • the configuration described in Japanese Patent Application No. 2012-123864 filed by the present applicant may be used.
  • the clutch device of the present invention is not limited to the continuously variable transmission, and may be used for other devices, or may be applied to other clutch devices other than the forward clutch.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un dispositif de commande d'embrayage destiné à une transmission automatique, comportant : un mécanisme de verrouillage (32) pour verrouiller mécaniquement la position d'un piston d'embrayage (21) dans un état de pression réduite de mise en prise d'embrayage lorsqu'un embrayage (16) est dans un état de mise en prise par embrayage en conséquence d'une pression de mise en prise d'embrayage ; une soupape de libération d'embrayage (59) pour libérer le verrouillage au moyen d'une pression de libération d'embrayage qui contourne une soupape manuelle (56) ; et un moyen de libération forcée de verrouillage (57) qui, lorsqu'un état anormal est détecté, est susceptible de fournir une pression de libération forcée de verrouillage par l'intermédiaire d'un canal différent du canal pour la pression de libération d'embrayage tandis que la soupape manuelle (56) maintient une position d'entraînement.
PCT/JP2013/081998 2012-12-21 2013-11-28 Dispositif de commande d'embrayage destiné à une transmission automatique WO2014097841A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2014553047A JP5890913B2 (ja) 2012-12-21 2013-11-28 自動変速機のクラッチ制御装置

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Application Number Priority Date Filing Date Title
JP2012278944 2012-12-21
JP2012-278944 2012-12-21

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WO2014097841A1 true WO2014097841A1 (fr) 2014-06-26

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PCT/JP2013/081998 WO2014097841A1 (fr) 2012-12-21 2013-11-28 Dispositif de commande d'embrayage destiné à une transmission automatique

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL2018447A (nl) * 2016-03-17 2017-09-26 Gkn Stromag Ag Fluïdum aangedreven schakelbare koppeling of -rem

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20220012563A (ko) 2020-07-23 2022-02-04 현대트랜시스 주식회사 차량용 자동변속장치

Citations (3)

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Publication number Priority date Publication date Assignee Title
JP2002098169A (ja) * 2000-09-22 2002-04-05 Aisin Aw Co Ltd 摩擦係合要素の潤滑装置
US20080314711A1 (en) * 2007-06-20 2008-12-25 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Clutch and brake latch mechanism
US20100179026A1 (en) * 2009-01-12 2010-07-15 Gm Global Technology Operations, Inc. Latching clutch assembly and method of operating the same

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002098169A (ja) * 2000-09-22 2002-04-05 Aisin Aw Co Ltd 摩擦係合要素の潤滑装置
US20080314711A1 (en) * 2007-06-20 2008-12-25 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Clutch and brake latch mechanism
US20100179026A1 (en) * 2009-01-12 2010-07-15 Gm Global Technology Operations, Inc. Latching clutch assembly and method of operating the same

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL2018447A (nl) * 2016-03-17 2017-09-26 Gkn Stromag Ag Fluïdum aangedreven schakelbare koppeling of -rem

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