JPH0794864B2 - Operation control device for clutch for fluid torque converter - Google Patents
Operation control device for clutch for fluid torque converterInfo
- Publication number
- JPH0794864B2 JPH0794864B2 JP60193067A JP19306785A JPH0794864B2 JP H0794864 B2 JPH0794864 B2 JP H0794864B2 JP 60193067 A JP60193067 A JP 60193067A JP 19306785 A JP19306785 A JP 19306785A JP H0794864 B2 JPH0794864 B2 JP H0794864B2
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- clutch
- valve
- oil
- passage
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
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- Control Of Fluid Gearings (AREA)
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は、主として車両用変速機に用いられる流体トル
クコンバータ用クラッチの作動制御装置に関する。TECHNICAL FIELD The present invention relates to an operation control device for a clutch for a fluid torque converter mainly used in a vehicle transmission.
（従来の技術） 従来この種装置として、本願出願人の出願に係わる特開
昭59−197667号公報により、流体トルクコンバータにそ
の入力側と出力側とを機械的に連結すべく作動するクラ
ッチを設け、該クラッチの作動状態をそのクラッチ板の
一側に作用する該トルクコンバータ内の翼車収納室の内
圧と該クラッチ板の他側に作用する背圧室の内圧との差
圧に応じて滑り状態と直結状態とに切換自在とするもの
において、該収納室に連なる排油路に該収納室の内圧を
所定値に調圧する第１調圧弁を介設すると共に、該収納
室と該背圧室とを該クラッチ板に形成したオリフィスを
介して連通させ、クラッチ作動時に該収納室内の油の一
部が該オリフィスを介して該背圧室に流入するようにし
て、更に該背圧室に連なる排油路に該収納室の内圧と該
背圧室の内圧とを互に対向する向きに作用させた第２調
圧弁を介設し、該両室の内圧の差圧が該第２調圧弁に入
力する外部信号に応じた所定値になるように該背圧室の
内圧を調圧するようにしたものは知られる。(Prior Art) As a conventional device of this type, according to Japanese Patent Application Laid-Open No. 59-197667 filed by the applicant of the present application, a clutch operating to mechanically connect the input side and the output side of a fluid torque converter is disclosed. Depending on the differential pressure between the internal pressure of the impeller storage chamber in the torque converter that acts on one side of the clutch plate and the internal pressure of the back pressure chamber that acts on the other side of the clutch plate, the operating state of the clutch is provided. In the one that can be switched between a slipping state and a direct connection state, a first pressure regulating valve that regulates the internal pressure of the storage chamber to a predetermined value is provided in an oil drain passage connected to the storage chamber, and the storage chamber and the back chamber are connected to each other. The pressure chamber is communicated with the back pressure chamber through an orifice formed in the clutch plate so that a part of the oil in the storage chamber flows into the back pressure chamber through the orifice when the clutch is operated. Internal pressure and back pressure in the storage chamber A second pressure regulating valve that acts in a direction opposite to each other so that the differential pressure of the inner pressures of both chambers becomes a predetermined value according to an external signal input to the second pressure regulating valve. It is known that the internal pressure of the back pressure chamber is adjusted.
このものは、油温変化の影響を受けずに差圧の正確な制
御がなされ、又クラッチの滑り状態での作動時のように
翼車収納室内の油温が上昇し易いときでも、該収納室内
の油の一部がクラッチ板のオリフィスを介して排油され
て、該収納室を介してその油の循環が促進され、油温上
昇が防止される利点がある。This one allows accurate control of the differential pressure without being affected by changes in the oil temperature, and even when the oil temperature in the impeller storage chamber is likely to rise, such as when the clutch is slipping, the storage There is an advantage that a part of the oil in the chamber is discharged through the orifice of the clutch plate, the circulation of the oil is promoted through the storage chamber, and the rise in the oil temperature is prevented.
（発明が解決しようとする問題点） 然し、上記従来技術では、油圧ポンプからの油の吐出量
が少なく、翼車収納室への給油量が減少したとき、クラ
ッチ板のオリフィスを介しての排油量と給油量とが等し
くなって、該収納室の内圧を第１調圧弁で定める所定値
まで昇圧し得なくなることがあり、クラッチの直結状態
の作動時に充分な係合力を得られなくなる問題がある。(Problems to be Solved by the Invention) However, in the above-mentioned prior art, when the amount of oil discharged from the hydraulic pump is small and the amount of oil supplied to the impeller storage chamber is reduced, the drainage via the orifice of the clutch plate is performed. There is a case where the oil amount and the oil supply amount become equal and the internal pressure of the storage chamber cannot be increased to a predetermined value determined by the first pressure regulating valve, and a sufficient engagement force cannot be obtained when the clutch is directly connected. There is.
本発明は、かかる問題点を上記の従来技術の利点を損う
ことなく解決し得るようにした装置を提供することをそ
の目的とする。An object of the present invention is to provide an apparatus capable of solving the above problems without impairing the advantages of the above-mentioned conventional techniques.
（問題点を解決するための手段） 本発明では、上記目的を達成すべく、流体トルクコンバ
ータにその入力側と出力側とを機械的に連結すべく作動
するクラッチを設け、該クラッチの作動状態をそのクラ
ッチ板の一側に作用する該トルクコンバータ内の翼車収
納室の内圧と該クラッチ板の他側に作用する背圧室の内
圧との差圧に応じて滑り状態と直結状態とに切換自在と
するものであって、該収納室の内圧を所定値に調圧すべ
く該収納室に連なる第１排油路に介設した第１調圧弁
と、該背圧室の内圧を調圧する第２調圧弁とを備えるも
のにおいて、該収納室と該背圧室とを連通する連通路を
設け、該連通路に、該収納室の内圧と該背圧室の内圧と
を対向して作用させる差圧応動形の調圧弁で構成される
該第２調圧弁を介設すると共に、該連通路を開く開位置
と該連通路を閉じる閉位置とに切換自在であって、該ク
ラッチの滑り状態で開位置と直結状態で閉位置とに切換
えられる開閉弁を該連通路に該第２調圧弁と直列に介設
し、更に、前記第１調圧弁に並列の第２排油路を設け
て、該第２排油路を開閉する弁部を該開閉弁に一体に形
成し、該第２排油路を該開閉弁の開位置で開き閉位置で
閉じるように構成した。(Means for Solving the Problems) In the present invention, in order to achieve the above object, the fluid torque converter is provided with a clutch that operates so as to mechanically connect the input side and the output side, and the operating state of the clutch. To a slipping state or a direct coupling state according to the pressure difference between the internal pressure of the impeller storage chamber in the torque converter acting on one side of the clutch plate and the internal pressure of the back pressure chamber acting on the other side of the clutch plate. It is switchable, and regulates the internal pressure of the back pressure chamber and a first pressure regulating valve provided in a first oil discharge passage connected to the storage chamber to regulate the internal pressure of the storage chamber to a predetermined value. A second pressure regulating valve is provided, wherein a communication passage that connects the storage chamber and the back pressure chamber is provided, and the internal pressure of the storage chamber and the internal pressure of the back pressure chamber face each other and act on the communication passage. The second pressure regulating valve constituted by a differential pressure responsive type pressure regulating valve, and the communication passage An open / close valve that can be switched between an open position for opening the open position and a closed position for closing the communication path, and an open / close valve that can be switched between an open position when the clutch is in a sliding state and a closed position when the clutch is in a direct connection state in the communication path and the second pressure regulating valve A second oil drain passage parallel to the first pressure regulating valve, and a valve portion for opening and closing the second oil drain passage is integrally formed with the on-off valve. The drainage passage is configured to open at the open position of the on-off valve and close at the closed position.
（作用） クラッチの滑り状態の作動時は、開閉弁により第２排油
路と連通路とが開かれるため、翼車収納室内の油は該第
２排油路から第１調圧弁を介さずに排油され、該収納室
を介して油の循環が促進されて油温上昇が防止され、又
該連通路を介して背圧室に第２調圧弁で調圧された油圧
が導入され、ここで該第２調圧弁は、該収納室の内圧と
該背圧室の内圧との差圧に応動するため、上記した従来
技術の第２調圧弁と同様に該両室の内圧の差圧が所定値
になるように該背圧室の内圧を調圧すべく機能し、かく
て油温変化の影響を受けずに差圧の正確な制御がなさ
れ、滑り状態におけるクラッチ係合力の制御が正確にな
る。(Operation) When the clutch is in the slipping state, the opening / closing valve opens the second oil discharge passage and the communication passage, so that the oil in the impeller storage chamber does not pass through the first pressure regulating valve from the second oil discharge passage. Oil is promoted to circulate through the storage chamber to prevent the oil temperature from rising, and the hydraulic pressure regulated by the second pressure regulating valve is introduced into the back pressure chamber via the communication passage. Here, since the second pressure regulating valve responds to the differential pressure between the internal pressure of the storage chamber and the internal pressure of the back pressure chamber, the differential pressure between the internal pressures of the two chambers is the same as the above-mentioned second pressure regulating valve of the prior art. Function to regulate the internal pressure of the back pressure chamber so that the pressure becomes a predetermined value, and thus the differential pressure is accurately controlled without being affected by the change in the oil temperature, and the clutch engagement force in the slipping state is accurately controlled. become.
クラッチの直結状態の作動時は、開閉弁により第２排油
路と連通路とが閉じられ、該連通路を介してその背圧室
への油圧の導入が停止され、翼車収納室内の油は第１排
油路から第１調圧弁のみを介して排油されることにな
り、該収納室への給油量が減少してもその内圧は第１調
圧弁で定める所定値に確実に昇圧され、クラッチ係合力
は直結状態での作動に充分な大きさに維持される。When the clutch is in the directly connected state, the on-off valve closes the second oil discharge passage and the communication passage, and the introduction of the hydraulic pressure into the back pressure chamber is stopped through the communication passage, and the oil in the impeller storage chamber is stopped. Will be discharged from the first oil discharge passage via only the first pressure regulating valve, and even if the amount of oil supplied to the storage chamber decreases, the internal pressure thereof will surely rise to the predetermined value determined by the first pressure regulating valve. Thus, the clutch engagement force is maintained at a level large enough for operation in the direct connection state.
（実施例） 本発明を図示の実施例につき説明する。(Example) The present invention will be described with reference to the illustrated example.
第１図で（１）はエンジン、（２）は車両の駆動輪、
（３）は該エンジン（１）と該駆動輪（２）とを連結す
る車両用変速機を示し、該変速機（３）は流体トルクコ
ンバータ（４）と、前進３段後進１段の変速を行う補助
変速機（５）とで構成される。In FIG. 1, (1) is the engine, (2) is the drive wheels of the vehicle,
(3) shows a vehicular transmission that connects the engine (1) and the drive wheels (2), and the transmission (3) includes a fluid torque converter (4) and three forward gears and one reverse gear shift. And an auxiliary transmission (5) for performing.
該補助変速機（５）は流体トルクコンバータ（４）に連
なる駆動輪（5a）と、駆動輪（２）に連なる被動軸（5
b）との間に、前進用の１速乃至３速の伝動系（G1）（G
2）（G3）と、後進伝動系（GR）とを備え、前進用の各
伝動系（G1）（G2）（G3）に１速乃至３速の各油圧クラ
ッチ（C1）（C2）（C3）を介入させて、該各油圧クラッ
チ（C1）（C2）（C3）の締結で該各伝動系（G1）（G2）
（G3）が選択的に確立されるようにし、又後進伝動系
（GR）は、２速伝動系（G2）と、２速油圧クラッチ（C
2）を共用するものとし、両伝動系（G2）（GR）を選択
するセレクタギア（６）の図面で右方の後進側への切換
作動により確立されるようにした。図面で（７）は１速
伝動系（G1）に介入したワンウェイクラッチで、被動軸
（5b）側のオーバー回転を許容すべく作動する。The auxiliary transmission (5) comprises a drive wheel (5a) connected to the fluid torque converter (4) and a driven shaft (5) connected to the drive wheel (2).
Between 1st and 3rd gears for forward movement (G1) (G)
2) (G3) and reverse transmission system (GR), each forward transmission system (G1) (G2) (G3) first to third speed hydraulic clutch (C1) (C2) (C3) ) Is engaged, and each transmission system (G1) (G2) is engaged by engaging each hydraulic clutch (C1) (C2) (C3).
(G3) is selectively established, and the reverse transmission system (GR) has a second speed transmission system (G2) and a second speed hydraulic clutch (C).
2) is shared, and in the drawing of the selector gear (6) that selects both transmission systems (G2) (GR), it is established by the switching operation to the right reverse side. In the drawing, (7) is a one-way clutch that intervenes in the first speed transmission system (G1) and operates to allow over-rotation on the driven shaft (5b) side.
前記各油圧クラッチ（C1）（C2）（C3）は例えば第２図
に示す油圧回路によりその給排油を制御されるもので、
これを後述するに、該油圧回路は、油圧ポンプからなる
油圧源（８）と、パーキング用の「Ｐ」、後進用の
「Ｐ」、ニュートラル用の「Ｎ」、自動変速用の
「Ｄ」、２速保持用の「２」の５位置に切換自在のマニ
アル弁（９）と、車速とエンジンのスロットル開度とに
応じて切換作動されるシフト弁（10）と、前記したセレ
クタギア（６）を連結する前後進切換用のサーボ弁（1
1）とを備え、マニアル弁（９）の「Ｄ」位置では、油
圧源（８）に連なる給油用の第１油路（L1）がシフト弁
（10）に連なる第２油路（L2）に接続され、該第２油路
（L2）から分岐した第３油路（L3）を介して１速油圧ク
ラッチ（C1）と、シフト弁（10）を介して２速３速の各
油圧クラッチ（C2）（C3）への給油が行われるようにし
た。ここで該シフト弁（10）は、中間の第４油路（L4）
を介して互に接続した上流側の１速−２速変速用の第１
シフト弁（101）と、下流側の２速−３速変速用の第２
シフト弁（102）とから成るもので、該各弁（101）（10
2）の一端即ち右端にガバナ弁（12）からの車速に応じ
たガバナ圧と、左端に第１スロットル弁（131）からの
エンジンのスロットル開度に応じたスロットル圧とを作
用させ、第３図にX1で示す１速−２速の変速特性線を越
えて車速が増加すれば、第１シフト弁（101）が右側の
１速位置から左側の２速位置に移動して、第２油路（L
2）が第３油路（L4）を介して第２シフト弁（102）の流
出側の第４油路（L5）に接続され、マニアル弁（９）の
「Ｄ」位置で該第５油路（L5）に接続される第６油路
（L6）を介して２速油圧クラッチ（C2）への給油が行わ
れ、更に車速が第３図にX2で示す２速−３速の変速特性
線を越えて増加すると、第２シフト弁（102）が右側の
２速位置から左側の３速位置に移動して第４油路（L4）
が第５油路（L5）から３速油圧クラッチ（C3）に連なる
第７油路（L7）に切換接続されて３速油圧クラッチ（C
3）への給油が行われるようにした。The hydraulic clutches (C1) (C2) (C3) are those whose supply and discharge oil is controlled by, for example, the hydraulic circuit shown in FIG.
As will be described later, the hydraulic circuit includes a hydraulic power source (8) including a hydraulic pump, "P" for parking, "P" for reverse, "N" for neutral, and "D" for automatic shifting. A manual valve (9) that can be switched to five positions of "2" for holding the second speed, a shift valve (10) that is switched according to the vehicle speed and the throttle opening of the engine, and the selector gear ( Servo valve for switching between forward and reverse (1)
1) and at the “D” position of the manual valve (9), the first oil passage (L1) for oil supply connected to the hydraulic power source (8) is connected to the second oil passage (L2) connected to the shift valve (10). And a first speed hydraulic clutch (C1) via a third oil path (L3) branched from the second oil path (L2) and second speed and third speed hydraulic clutches via a shift valve (10). Refuel to (C2) and (C3). Here, the shift valve (10) is an intermediate fourth oil passage (L4).
1st-second speed shift on the upstream side connected to each other via
The shift valve (10 1 ) and the second gear for downstream 2nd-3rd gear shift
Shift valve (10 2 ) and each of the valves (10 1 ) (10
2 ) The governor pressure according to the vehicle speed from the governor valve (12) is applied to one end, that is, the right end, and the throttle pressure according to the engine throttle opening from the first throttle valve (13 1 ) is applied to the left end, When the vehicle speed increases beyond the first-second speed change characteristic line indicated by X 1 in FIG. 3, the first shift valve (10 1 ) moves from the right first speed position to the left second speed position, Second oil passage (L
2) is connected via the third oil passage (L4) to the fourth oil passage (L5) on the outflow side of the second shift valve (10 2 ), and the fifth valve is placed at the “D” position of the manual valve (9). Oil is supplied to the second speed hydraulic clutch (C2) through the sixth oil path (L6) connected to the oil path (L5), and the vehicle speed is the second speed-third speed shown by X 2 in FIG. When it increases beyond the shift characteristic line, the second shift valve (10 2 ) moves from the right second speed position to the left third speed position and moves to the fourth oil passage (L4).
Is switched from the fifth oil passage (L5) to the seventh oil passage (L7) connected to the third speed hydraulic clutch (C3), and the third speed hydraulic clutch (C
3) was refueled.
図面で（14）は油圧源（８）から給油圧を一定のライン
圧に調圧するレギュレータ弁、（151）（152）は２速と
３速の各油圧クラッチ（C2）（C3）に連なる２速用と３
速用のアキュムレータを示し、該各アキュムレータ（15
1）（152）に夫々第２スロットル弁（132）からスロッ
トル開度に応じたスロットル圧を背圧として作用させ
た。In the drawing, (14) is a regulator valve that regulates the hydraulic pressure from the hydraulic source (8) to a constant line pressure, and (15 1 ) and (15 2 ) are hydraulic clutches (C2) and (C3) for the second and third speeds. Continuous 2nd and 3
The accumulator for speed is shown, and each accumulator (15
1 ) (15 2 ) was made to act as back pressure with the throttle pressure corresponding to the throttle opening from the second throttle valve (13 2 ).
前記流体トルクコンバータ（４）は、エンジン（１）の
クランク軸（1a）に連結される一側の入力ケース（16）
とこれに連結される他側のポンプ翼車（17）とで囲まれ
た内部空隙に、補助変速機（５）の駆動軸（5a）に連結
されるタービン翼車（18）と、両翼車（17）（18）間の
ステータ翼車（19）とを備えると共に、該トルクコンバ
ータ（４）の入力軸の例えば入力ケース（16）と出力側
の例えばタービン翼車（18）とを機械的に連結する断接
自在のクラッチ（20）を備えるもので、該クラッチ（2
0）の切断時は前記翼車（17）（18）（19）間の内部流
体の循環による流体トルク伝達と、該クラッチ（20）の
接続作動時は該クラッチ（20）を介しての機械的トルク
伝達とが与えられるように構成される。The fluid torque converter (4) includes an input case (16) on one side connected to a crankshaft (1a) of the engine (1).
And a turbine impeller (18) connected to the drive shaft (5a) of the auxiliary transmission (5) and an impeller surrounded by the pump impeller (17) on the other side connected to this (17) and (18) between the stator impeller (19) and the input shaft (16) of the input shaft of the torque converter (4) and the turbine impeller (18) of the output side are mechanically connected. A clutch (20) that can be connected to and disconnected from the clutch (2).
(0) is disengaged when fluid torque is transmitted by circulating internal fluid between the impellers (17) (18) (19), and when the clutch (20) is engaged, the machine is operated via the clutch (20). Torque transmission is provided.
該クラッチ（20）は、多板式摩擦クラッチや一方向クラ
ッチ等種々のものが用いられるが、図示のものはこれを
単板式摩擦クラッチとして、そのクラッチ板（20a）を
入力ケース（16）とタービン翼車（18）との間隙に軸方
向に移動自在に且つダンパスプリング（20b）を介して
該タービン翼車（18）に連結して設け、該トルクコンバ
ータ（４）の内部空隙を該クラッチ板（20a）により一
側の翼車収納室（21）とその他側の入力ケース（16）と
の間の背圧室（22）とに区分し、後記制御弁（23）によ
り該内部空隙に該背圧室（22）側からの給油を行うクラ
ッチ切断状態と、該収納室（21）側からの給油を行うク
ラッチ接続状態を切換自在とし、クラッチ接続状態では
該収納室（21）の内圧（以下Paと記す）と該背圧室（2
2）の内圧（以下Pbと記す）との差圧に応じた係合力で
該クラッチ板（20a）が該入力ケース（16）に摩擦係合
されるようにした。Although various clutches such as a multi-plate friction clutch and a one-way clutch are used as the clutch (20), the one shown in the figure is a single-plate friction clutch, and the clutch plate (20a) is used as an input case (16) and a turbine. It is provided in the gap with the impeller (18) so as to be movable in the axial direction and connected to the turbine impeller (18) via a damper spring (20b), and the internal gap of the torque converter (4) is provided in the clutch plate. (20a) divides the impeller storage chamber (21) on one side into a back pressure chamber (22) between the input case (16) on the other side, and a control valve (23), which will be described later, divides the internal space into the internal space. The clutch disengaged state in which oil is supplied from the back pressure chamber (22) side and the clutch connected state in which oil is supplied from the storage chamber (21) side are switchable, and in the clutch connected state, the internal pressure of the storage chamber (21) ( Hereinafter referred to as Pa) and the back pressure chamber (2
The clutch plate (20a) is frictionally engaged with the input case (16) by an engaging force corresponding to the pressure difference from the internal pressure (hereinafter referred to as Pb) of 2).
該制御弁（23）は、レギュレータ弁（14）に連なる第８
油路（L8）を背圧室（22）に連なる第９油路（L9）に接
続して該背圧室（22）への給油を行う右側のクラッチ切
断位置（図示の位置）と、第８油路（L8）を翼車収納室
（21）に連なる第10油路（L10）に接続して該収納室（2
1）への給油を行う左側のクラッチ接続位置とに切換自
在であり、該制御弁（23）の右側の油室に、２速と３速
の油圧クラッチ（C2）（C3）に第２シフト弁（102）を
介して接続される給油路たる第４油路（L4）から分岐し
た第１油路（L11）を接続し、２速及び３速伝動系（G
2）（G3）の確立時に該第４油路（L4）から第11油路（L
11）を介して該油室にライン圧が入力されたとき、該制
御弁（23）が左端のばね（23a）に抗してクラッチ接続
位置に切換動作されるようにし、更に該第11油路（L1
1）に遮断弁（24）を介設し、該遮断弁（24）はガバナ
弁（12）からのガバナ弁で左方の開き方向と、ばね（24
a）及び第１スロットル弁（131）からのスロットル圧で
右方の閉じ方向とに押圧されて、第３図のＹ線より高速
側の領域で開弁されるものとし、かくて該領域において
該制御弁（23）がクラッチ接続位置に切換られ、クラッ
チ（20）の接続作動が得られるようにした。The control valve (23) is an eighth valve connected to the regulator valve (14).
The oil passage (L8) is connected to the ninth oil passage (L9) connected to the back pressure chamber (22) to supply oil to the back pressure chamber (22). 8 oil passages (L8) are connected to the 10th oil passage (L10) connected to the impeller storage chamber (21), and the storage chamber (2
It is possible to switch to the left clutch connection position for refueling 1), and to the oil chamber on the right side of the control valve (23) to the second shift to the second and third speed hydraulic clutches (C2) and (C3). The first oil passage (L11) branched from the fourth oil passage (L4), which is an oil supply passage connected through the valve (10 2 ), is connected to connect the second speed and the third speed transmission system (G
2) When establishing (G3), the 4th oil passage (L4) to 11th oil passage (L
When the line pressure is input to the oil chamber via 11), the control valve (23) is switched to the clutch connection position against the left end spring (23a). Road (L1
The shutoff valve (24) is provided in 1), and the shutoff valve (24) is a governor valve from the governor valve (12) and is opened in the left direction and the spring (24
a) and the throttle pressure from the first throttle valve (13 1 ) are pressed in the closing direction to the right to open the valve in the region on the higher speed side than the Y line in FIG. In the above, the control valve (23) is switched to the clutch connecting position so that the clutch (20) can be connected.
図面で（25）はPaを比較的高圧の所定値に調圧すべく翼
車収納室（21）に連なる第１排油路（LD1）に介設した
チェック弁から成る第１調圧弁、（26）はオイルクー
ラ、（27）はオイルリザーバーを示す。In the drawing, (25) is a first pressure regulating valve consisting of a check valve provided in a first oil discharge passage (LD1) connected to the impeller storage chamber (21) in order to regulate Pa to a relatively high predetermined value, (26 ) Indicates an oil cooler, and (27) indicates an oil reservoir.
ここで、クラッツチ（20）の作動状態は、PaとPbの差圧
の増減による係合力の変化で該クラッチ（20）の入力側
と出力側とを直結する直結状態と、入力側と出力側との
滑りを許容する滑り状態とに切換られるもので、この差
圧を走行状態に応じて可変制御すべく以下のように構成
した。Here, the operating state of the clutch (20) is the direct connection state in which the input side and the output side of the clutch (20) are directly connected by the change in the engaging force due to the increase or decrease in the differential pressure between Pa and Pb, and the input side and the output side. It is possible to switch to a slipping state in which the slipping with the slip is allowed. The differential pressure is variably controlled according to the running state, and is configured as follows.
即ち、制御弁（23）のクラッチ接続位置において背圧室
（22）に連なる第９油路（L9）に接続される第12油路
（L12）と、翼車収納室（21）に連なる第10油路（L10）
から分岐した第13油路（L13）とを設け、該両油路（L1
2）（L13）を第２調圧弁（28）を介して接続して該両室
（21）（22）を連通する連通路を構成し、該第２調圧弁
（28）は、該第13油路（L13）から分岐したパイロット
油路（L13a）を介して作用される油圧即ちPaで右方の開
き方向と、該第12油路（L12）に連なるパイロット油路
（L12a）を介して作用される油圧即ちPbで左方の閉じ方
向とに押圧される差圧応動型に構成されるものとし、更
に該第２調圧弁（28）をばね（28a）と第２スロットル
弁（132）からのスロットル圧Ptとで閉じ方向に押圧す
るようにした。That is, at the clutch connection position of the control valve (23), the twelfth oil passage (L12) connected to the ninth oil passage (L9) connected to the back pressure chamber (22) and the first oil passage connected to the impeller storage chamber (21). 10 oil passage (L10)
And a thirteenth oil passage (L13) branched from the both oil passages (L1
2) (L13) is connected via the second pressure regulating valve (28) to form a communication passage that communicates the chambers (21) and (22), and the second pressure regulating valve (28) Via the pilot oil passage (L13a) branched from the oil passage (L13), the opening direction to the right by the hydraulic pressure, that is, Pa, and the pilot oil passage (L12a) connected to the twelfth oil passage (L12) The differential pressure responsive type in which the hydraulic pressure applied, that is, Pb, is pressed in the closing direction to the left is used, and the second pressure regulating valve (28) is further provided with a spring (28a) and a second throttle valve (13 2). ) And the throttle pressure Pt from).
ここで、Pa及びPbの受圧面積をS1、Ptの受圧面積をS2、
ばね（28a）の押圧力をＦとすると、該第２調圧弁（2
8）に作用する力の関係は、 PaS1＝PbS1＋PtS2＋Ｆ となり、従って の関係式が成立し、PaとPbの差圧はエンジンのスロット
ル開度に応じて増加する。Here, the pressure receiving area of Pa and Pb is S 1 , the pressure receiving area of Pt is S 2 ,
When the pressing force of the spring (28a) is F, the second pressure regulating valve (2
The relationship of the forces acting on 8) is PaS 1 = PbS 1 + PtS 2 + F, therefore And the differential pressure between Pa and Pb increases according to the throttle opening of the engine.
又、上記第１排油路（LD1）に介設した第１調圧弁（2
5）に並列の第２排油路（LD2）を設けると共に、クラッ
チ（20）の滑り状態で該第２排油路（LD2）と前記連通
路を構成する第13油路（L13）とを開き、直結状態で該
両油路（LD2）（L13）を閉じる開閉弁（29）を設けるも
のとし、これを更に詳述するに、該開閉弁（29）は、ガ
バナ弁（12）からのガバナ圧で左方の閉じ方向と、ばね
（29a）及び第１スロットル弁（131）からのスロットル
圧で右方の開き方向とに押圧されて、第３図のＺ線より
低速側の領域で該両油路（LD2）（L13）を開く開位置
（図示の位置）と、それより高速側の領域で該両油路
（LD2）（L13）を閉じる閉位置とに切換動作されるよう
にした。In addition, the first pressure regulating valve (2
A parallel second oil discharge passage (LD2) is provided in 5), and the second oil discharge passage (LD2) and the thirteenth oil passage (L13) forming the communication passage are connected in a slipping state of the clutch (20). An on-off valve (29) that opens and closes both of the oil passages (LD2) (L13) in a direct connection state is provided. To explain this in more detail, the on-off valve (29) is a valve from the governor valve (12). It is pressed by the governor pressure in the leftward closing direction and in the rightward opening direction by the throttle pressure from the spring (29a) and the first throttle valve (13 1 ), so that it is a region lower than the Z line in FIG. To switch between an open position (position shown in the figure) that opens both oil passages (LD2) (L13) and a closed position that closes both oil passages (LD2) (L13) in a region on the higher speed side. I chose
図面で（28b）は第２調圧弁（28）の閉位置（図示の位
置）で第12油路（L12）に接続される排油ポート、（29
b）は開閉弁（29）の閉位置で第13油路（L13）の下流側
の部分に接続される排油ポートを示す。In the drawing, (28b) is an oil discharge port connected to the twelfth oil passage (L12) at the closed position (the illustrated position) of the second pressure regulating valve (28), (29
b) shows an oil discharge port connected to the downstream side portion of the thirteenth oil passage (L13) at the closed position of the opening / closing valve (29).
次に、制御弁（23）がクラッチ接続位置に切換保持され
る第３図のＹ線より高速側のクラッチ作動領域における
上記装置の作動について説明する。Next, the operation of the above-mentioned device in the clutch operation region on the higher speed side than the line Y in FIG.
第３図のＺ線より高速側の領域では、開閉弁（29）が閉
位置に切換られて、第２排油路（LD2）と第13油路（L1
3）とが閉じられ、Paは第１調圧弁（25）により定めら
れる比較的高圧の値に保持され、又該第13油路（L13）
を介しての第２調圧弁（28）に対するPaの入力が断たれ
て、該第２調圧弁（28）も閉位置に切換られ、第12油路
（L12）が排油ポート（28b）に接続されてPbは大気圧に
近い値となり、かくてPaとPbの差圧が大きくなってクラ
ッチ係合力が増し、クラッチ（20）は直結状態で作動す
る。In the region on the higher speed side than the line Z in FIG. 3, the on-off valve (29) is switched to the closed position, and the second oil discharge passage (LD2) and the thirteenth oil passage (L1
3) and are closed, Pa is maintained at a relatively high pressure value determined by the first pressure regulating valve (25), and the 13th oil passage (L13)
The input of Pa to the second pressure regulating valve (28) via the is cut off, the second pressure regulating valve (28) is also switched to the closed position, and the twelfth oil passage (L12) becomes the oil discharge port (28b). When connected, Pb becomes a value close to atmospheric pressure, thus increasing the differential pressure between Pa and Pb, increasing the clutch engagement force, and the clutch (20) operates in the direct connection state.
この場合、油圧源（８）からの油の吐出量が減少して、
翼車収納室（21）への給油量が減少しても、該収納室
（21）からは第１排油路（LD1）のみを介して排油され
るため、Paは第１調圧弁（25）で設定される上記の値に
確実に昇圧され、直結状態での作動に要求される充分な
係合力を得られる。In this case, the discharge amount of oil from the hydraulic pressure source (8) decreases,
Even if the amount of oil supplied to the impeller storage chamber (21) decreases, the oil is discharged from the storage chamber (21) only through the first oil discharge passage (LD1), so Pa is the first pressure regulating valve ( The pressure is reliably raised to the above value set in 25), and a sufficient engaging force required for operation in the direct connection state can be obtained.
上記Ｚ線より低速側の領域では、開閉弁（29）が開位置
に切換られて、第２排油路（LD2）と第13油路（L13）と
が開かれ、翼車収納室（21）内の油が第２排油路（LD
2）から第１調圧弁（25）を介さずに排油され、Paは該
第２排油路（LD2）の管路抵抗で定められる比較的低圧
になり、一方背圧室（22）には第13油路（L13）と第12
油路（L12）とから成る連通路を介して第２調圧弁（2
8）で調圧された油圧が導入され、PaとPbの差圧が直結
状態に比し減少して、クラッチ（20）は滑り状態で作動
する。In the region on the lower speed side than the Z line, the open / close valve (29) is switched to the open position, the second oil discharge passage (LD2) and the thirteenth oil passage (L13) are opened, and the impeller storage chamber (21 ) Inside the second oil discharge passage (LD
Oil is drained from 2) without passing through the first pressure regulating valve (25), and Pa becomes a relatively low pressure determined by the line resistance of the second oil drain passage (LD2), while it is stored in the back pressure chamber (22). Is the 13th oil passage (L13) and the 12th
The second pressure regulating valve (2
The hydraulic pressure regulated in 8) is introduced, and the differential pressure between Pa and Pb decreases compared to the direct connection state, and the clutch (20) operates in a slipping state.
ここで、該第２調圧弁（28）は、PaとPbを互に対向する
方向に作用させた差圧応動型に構成されるため、PaとPb
の差圧は油温変化の影響を受けずに所定値に正確に制御
され、クラッチ係合力の正確な制御がなされる。Here, since the second pressure regulating valve (28) is configured as a differential pressure responsive type in which Pa and Pb are acted in directions opposite to each other, Pa and Pb
The differential pressure is accurately controlled to a predetermined value without being affected by the oil temperature change, and the clutch engagement force is accurately controlled.
この場合、上記実施例の如くPaとPbの差圧がエンジンの
スロットル開度の増加に伴い大きくなるようにすれば、
スロットル開度の増加によるエンジンの出力トルクの増
加に応じてクラッチ係合力が増加され、クラッチ（20）
の必要以上の滑りを防止でき有利である。尚、該第２調
圧弁（28）にガバナ圧を作用させ、或いはガバナ圧とス
ロットル圧とを作用させて、クラッチ係合力を車速又は
車速とスロットル開度に応じて増減制御するようにして
も良い。In this case, if the differential pressure between Pa and Pb is increased as the throttle opening of the engine is increased as in the above embodiment,
The clutch engagement force is increased according to the increase of the output torque of the engine due to the increase of the throttle opening, and the clutch (20)
This is advantageous because it can prevent slippage more than necessary. It should be noted that the governor pressure may be applied to the second pressure regulating valve (28) or the governor pressure and the throttle pressure may be applied to increase or decrease the clutch engagement force according to the vehicle speed or the vehicle speed and the throttle opening. good.
又、クラッチ（20）の滑り状態の作動時は、ポンプ翼車
（17）とタービン翼車（18）との間の相対回転を生じて
翼車収納室（21）内の油温が上昇し易くなるが、この場
合該収納室（21）からは第１調圧弁（25）を介さずに排
油されるため、該収納室（21）を介しての油の循環が促
進され、油温の上昇は有効に防止される。Further, when the clutch (20) operates in a slipping state, relative rotation occurs between the pump impeller (17) and the turbine impeller (18), and the oil temperature in the impeller storage chamber (21) rises. In this case, since the oil is drained from the storage chamber (21) without passing through the first pressure regulating valve (25), the circulation of oil through the storage chamber (21) is promoted, and the oil temperature is increased. Is effectively prevented from rising.
尚、上記実施例では開閉弁（29）を翼車収納室（21）と
背圧室（22）との連通路の第２調圧弁（28）の上流側通
路部分たる第13油路（L13）に介在させたが、その下流
側通路部分たる第12油路（L12）に介在させても同様の
作動を得られる。In the above embodiment, the opening / closing valve (29) is provided as the 13th oil passage (L13) which is the upstream passage portion of the second pressure regulating valve (28) in the communication passage between the impeller housing chamber (21) and the back pressure chamber (22). ), But the same operation can be obtained by interposing it in the twelfth oil passage (L12) which is the downstream passage portion.
（発明の効果） 以上の如く本発明によるときは、クラッチの滑り状態で
の作動時に、油温変化の影響を受けずにクラッチ係合力
を正確に制御できると共に、翼車収納室内の油温上昇を
防止でき、而もクラッチの直結状態での作動時は、該収
納室への給油量の減少によっても、該収納室の内圧は第
１調圧弁で定められる所定値に確実に昇圧され、給油量
の減少によるクラッチの滑りを防止でき、上記従来技術
の利点を損うことなくその問題点を解決した優れた装置
を得られる効果を有する。(Effects of the Invention) As described above, according to the present invention, when the clutch is operated in the slipping state, the clutch engagement force can be accurately controlled without being affected by the change in the oil temperature, and the oil temperature in the impeller housing chamber rises. When the clutch is operated in the direct connection state, the internal pressure of the storage chamber is surely increased to a predetermined value determined by the first pressure regulating valve even if the amount of oil supply to the storage chamber is reduced, and It is possible to prevent the slipping of the clutch due to the reduction of the amount, and to obtain an excellent device that solves the problem without impairing the advantages of the above-mentioned conventional techniques.
【図面の簡単な説明】 第１図は本発明装置を適用する車両用変速機の一例の線
図、第２図は本発明装置の一例の回路図、第３図は変速
特性とクラッチの作動特性とを示す線図である。 （４）……流体トルクコンバータ （20）……クラッチ （20a）……クラッチ板 （21）……翼車収納室 （22）……背圧室 （25）……第１調圧弁 （28）……第２調圧弁 （29）……開閉弁 （LD1）……第１排油路 （LD2）……第２排油路 （L12）……第12油路（連通路） （L13）……第13油路（連通路）BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagram of an example of a vehicle transmission to which the device of the present invention is applied, FIG. 2 is a circuit diagram of an example of the device of the present invention, and FIG. 3 is a gear shift characteristic and operation of a clutch. It is a diagram showing a characteristic. (4) …… Fluid torque converter (20) …… Clutch (20a) …… Clutch plate (21) …… Impeller storage chamber (22) …… Back pressure chamber (25) …… 1st pressure regulating valve (28) ...... Second pressure regulating valve (29) …… Open / close valve (LD1) …… First oil discharge passage (LD2) …… Second oil discharge passage (L12) …… Twelfth oil passage (communication passage) (L13)… … Thirteenth oil passage (communication passage)
───────────────────────────────────────────────────── フロントページの続き (72)発明者 朝付 正司 埼玉県和光市中央１丁目４番１号 株式会 社本田技術研究所内 (56)参考文献 特開 昭59−62765（ＪＰ，Ａ) 特開 昭60−143266（ＪＰ，Ａ) ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor, Shoji Asatsuki, 1-4-1, Chuo, Wako-shi, Saitama, Honda R & D Co., Ltd. (56) References JP-A-59-62765 (JP, A) Kai 60-143266 (JP, A)
Claims (1)
側とを機械的に連結すべく作動するクラッチを設け、該
クラッチの作動状態をそのクラッチ板の一側に作用する
該トルクコンバータ内の翼車収納室の内圧と該クラッチ
板の他側に作用する背圧室の内圧との差圧に応じて滑り
状態と直結状態とに切換自在とするものであって、該収
納室の内圧を所定値に調圧すべく該収納室に連なる第１
排油路に介設した第１調圧弁と、該背圧室の内圧を調圧
する第２調圧弁とを備えるものにおいて、該収納室と該
背圧室とを連通する連通路を設け、該連通路に、該収納
室の内圧と該背圧室の内圧とを対向して作用させる差圧
応動型の調圧弁で構成される該第２調圧弁を介設すると
共に、該連通路を開く開位置と該連通路を閉じる閉位置
とに切換自在であって、該クラッチの滑り状態で開位置
と直結状態で閉位置とに切換えられる開閉弁を該連通路
に該第２調圧弁と直列に介設し、更に、前記第１調圧弁
に並列の第２排油路を設けて、該第２排油路を開閉する
弁部を該開閉弁に一体に形成し、該第２排油路を該開閉
弁の開位置で開き閉位置で閉じるように構成したことを
特徴とする流体トルクコンバータ用クラッチの作動制御
装置。1. A vane in the torque converter, wherein the fluid torque converter is provided with a clutch that operates so as to mechanically connect the input side and the output side, and the operating state of the clutch acts on one side of the clutch plate. According to the pressure difference between the internal pressure of the vehicle storage chamber and the internal pressure of the back pressure chamber acting on the other side of the clutch plate, the internal pressure of the storage chamber can be switched between a sliding state and a direct connection state. The first that is connected to the storage chamber to regulate the pressure
A first pressure regulating valve provided in an oil drain passage and a second pressure regulating valve for regulating the internal pressure of the back pressure chamber, wherein a communication passage that connects the storage chamber and the back pressure chamber is provided, In the communication passage, the second pressure adjustment valve constituted by a differential pressure responsive type pressure adjustment valve that causes the internal pressure of the storage chamber and the internal pressure of the back pressure chamber to act oppositely is provided, and the communication passage is opened. An open / close valve that is switchable between an open position and a closed position that closes the communication passage and that is switched between an open position and a closed position when the clutch is in a slipping state is provided in the communication passage in series with the second pressure regulating valve. A second oil drain passage parallel to the first pressure regulating valve, and a valve portion for opening and closing the second oil drain passage is integrally formed with the on-off valve. An operation control device for a clutch for a fluid torque converter, characterized in that the passage is configured to open at the open position of the on-off valve and close at the closed position.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60193067A JPH0794864B2 (en) | 1985-09-03 | 1985-09-03 | Operation control device for clutch for fluid torque converter |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60193067A JPH0794864B2 (en) | 1985-09-03 | 1985-09-03 | Operation control device for clutch for fluid torque converter |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6256662A JPS6256662A (en) | 1987-03-12 |
| JPH0794864B2 true JPH0794864B2 (en) | 1995-10-11 |
Family
ID=16301652
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60193067A Expired - Lifetime JPH0794864B2 (en) | 1985-09-03 | 1985-09-03 | Operation control device for clutch for fluid torque converter |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0794864B2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0765667B2 (en) * | 1987-10-30 | 1995-07-19 | 日産自動車株式会社 | Hydraulic controller for torque converter with lockup clutch |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5962765A (en) * | 1982-10-01 | 1984-04-10 | Honda Motor Co Ltd | Control device for operation of a clutch to be used in liquid torque converter |
| JPS60143266A (en) * | 1983-12-29 | 1985-07-29 | Nissan Motor Co Ltd | Controller for lock-up of torque converter |
-
1985
- 1985-09-03 JP JP60193067A patent/JPH0794864B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6256662A (en) | 1987-03-12 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EXPY | Cancellation because of completion of term |