JPS5986738A - Operation control device of clutch for hydraulic torque converter in vehicular transmission - Google Patents
Operation control device of clutch for hydraulic torque converter in vehicular transmissionInfo
- Publication number
- JPS5986738A JPS5986738A JP19684182A JP19684182A JPS5986738A JP S5986738 A JPS5986738 A JP S5986738A JP 19684182 A JP19684182 A JP 19684182A JP 19684182 A JP19684182 A JP 19684182A JP S5986738 A JPS5986738 A JP S5986738A
- Authority
- JP
- Japan
- Prior art keywords
- clutch plate
- clutch
- input case
- vehicle speed
- valve
- 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.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
- F16H2045/0221—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means
- F16H2045/0263—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means the damper comprising a pendulum
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
- F16H2045/0273—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type characterised by the type of the friction surface of the lock-up clutch
- F16H2045/0294—Single disk type lock-up clutch, i.e. using a single disc engaged between friction members
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Fluid Gearings (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、車両用変速機における流体トルクフンバータ
用クラッチの作動制御装置６に関し、更に詳細には、エ
ンジンで駆動される車両用変速機に備える流体トルクコ
ンバータの内部空隙に、タービン翼車と入力ケースとの
間に位置して出力軸に連結されるクラッチ板を軸方向に
移動自在に備え、該クラッチ板をその両側面に作用する
流体圧力差に応じて該入力ケースに係脱自在とするよう
にした流体トルクフンバータ用クラッチの作動制御装置
に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an operation control device 6 for a clutch for a fluid torque converter in a vehicle transmission, and more specifically, the present invention relates to an operation control device 6 for a clutch for a fluid torque converter in a vehicle transmission. A clutch plate located between the turbine impeller and the input case and connected to the output shaft is provided in the gap so as to be movable in the axial direction, and the clutch plate is moved in response to a fluid pressure difference acting on both sides of the clutch plate. The present invention relates to an operation control device for a clutch for a fluid torque converter that can be freely engaged and disengaged from an input case.
従来この種装置として、例えばｔｒ Ｓ Ｐ ５２５２
５５２号明細書によ゛）、車速に応じた車速信号で切換
ラッチ板を入力ケースに係合させて流体トルクコンバー
タでの渭りを防止した機械的直結状態での効率的なトル
ク伝達を行い得られるようにしたものは知られるが、こ
のものではクラッチ板の係合作動範囲を広げるべく該所
定車速を比較的低速に設定した場合、低車速域で生じ易
いエンジンのトルク変動が該クラッチ板を介して出力側
に伝達され、車体根動や騒音を生ずるため、これを比較
的高速［設定せざる４得す、クラッチ板の係合作動範囲
が狭くなる不都合を伴う。As a conventional device of this kind, for example, tr SP 5252
According to specification No. 552), the switching latch plate is engaged with the input case in response to a vehicle speed signal corresponding to the vehicle speed, and efficient torque transmission is performed in a mechanically directly connected state that prevents stagnation in the fluid torque converter. However, in this method, when the predetermined vehicle speed is set to a relatively low speed in order to widen the engagement operation range of the clutch plate, engine torque fluctuations that tend to occur in the low vehicle speed range are reduced by the clutch plate. This is transmitted to the output side via the engine, causing root motion of the vehicle body and noise. Therefore, it is necessary to set this at a relatively high speed, which has the disadvantage of narrowing the engagement operation range of the clutch plate.
そこで、本願出願人は先に特願昭５７−８１本４９４号
により、上記のものにおいて、クラッチ板の両側面間の
流体圧力差を、車速に応動する調圧装置により比較的低
車速域では該クラッチ板が該入力ケースに機械的滑り状
態で係合されるＬう比較的小さくし、比較的高車速域で
は該クラッチ板が該人力ケースに機械的直結状態で係合
されるよう比較的大キくシ、低車速域でのへ１扇り論５
４当エトニドｈ」・ ・ −゛
−すエンジントルクの変動を該クラッチ板）滑すで吸収
し得るようにしてその係合作動範囲を広げられるように
したものを提案したが、このものでは、比較的高１１（
連載で該クラッチ板が機械的直結状態に係合されている
場合に急激な加減速を行うと、１１にクラッチ板を介し
て大きなトルク変動が車体に伝達され、車体振動を生じ
て乗心地が恐くなる不都合を伴う。Therefore, the applicant of the present application previously proposed in Japanese Patent Application No. 494 of 1983 that the fluid pressure difference between both sides of the clutch plate can be controlled in a relatively low vehicle speed range by a pressure regulating device that responds to the vehicle speed. The clutch plate is relatively small so that the clutch plate is engaged with the input case in a mechanically sliding state, and the clutch plate is relatively small so that the clutch plate is engaged with the human power case in a direct mechanical connection state in a relatively high vehicle speed range. Big kick, 1 fan theory in low vehicle speed range 5
4 etonide h”・・−゛
- We have proposed a system in which fluctuations in engine torque can be absorbed by the clutch plate's slippage, thereby expanding the range of its engagement operation.
In the series, when sudden acceleration/deceleration is performed when the clutch plate is engaged in a mechanical direct connection state, large torque fluctuations are transmitted to the vehicle body via the clutch plate, causing vibration of the vehicle body and reducing ride comfort. It comes with frightening inconveniences.
本発明は、かかる不都合を解消した装部を提供すること
をその目的とするもので、エンジンで駆動されるＩ］シ
両用変速機に流体トルクフンバータを備え、１（ζ流体
トルクコンバータは、その入力軸に連結される一側の入
力ケースと該入力ケースに連結される他側のポンプ翼車
とで囲われる内部空隙に、その出力軸に連結されるター
ビン翼車を備えると共に、該タービン翼車と該入力ケー
スとの間に該出力軸に連結されるクラッチ板を軸方向に
移動自在に備え、該クラッチ板の両側面に作用する流体
圧力差に応じて該クラッチ板を該入力ケースに係脱自在
とし、該圧力差を車速に応動する調圧装置により比較的
低車速域では該クラッチ板が該入力ケースに機械的滑り
状態で係合されるよう比較的小さくし、比較的高車速域
では該クラッチ板が該入力ケースに機械的直結状態で係
合されるよう比較的大きくするようにしたものにおいて
、該クラッチ板に、その両側面間を連通ずる連通孔と、
該クラッチ板の回転速度変化に応じて該連通孔を開閉す
る慣性弁とを設けたことを特徴とする。The object of the present invention is to provide a device that eliminates such inconveniences, and includes a fluid torque converter for a dual-purpose transmission driven by an engine, and a fluid torque converter for A turbine wheel connected to the output shaft is provided in an internal space surrounded by an input case on one side connected to the input shaft and a pump wheel on the other side connected to the input case, and the turbine wheel is connected to the output shaft. A clutch plate connected to the output shaft is provided between the impeller and the input case so as to be movable in the axial direction, and the clutch plate is connected to the input case in response to a fluid pressure difference acting on both sides of the clutch plate. The pressure difference is made relatively small so that the clutch plate is engaged with the input case in a mechanically sliding state in a relatively low vehicle speed range by a pressure regulating device that responds to the vehicle speed, and The clutch plate is made relatively large so that it is mechanically directly connected to the input case in the vehicle speed range, and the clutch plate has a communication hole that communicates between both sides of the clutch plate;
The clutch plate is characterized by being provided with an inertia valve that opens and closes the communication hole in response to changes in the rotational speed of the clutch plate.
次いで本発明を図示の実施例につき説明する。The invention will now be explained with reference to illustrated embodiments.
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５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 Figure 1, +1) is the engine, (2) is the drive wheel of the vehicle, and (
3) indicates a vehicle transmission that connects the engine (1) and the drive wheels (2), and the transmission (3) includes a fluid torque converter (4) and a transmission with five forward speeds and one reverse speed. It consists of an auxiliary transmission (5) that performs the following.
該補助変速機（５）は、該トルクフンバータ（４）に連
る駆動軸（５ａ）と、駆動輪（２）に連る被動軸（５ｂ
）との間に、前進用の１速乃至５速の伝動系（Ｇ１）（
Ｇ ２）（Ｇ ５）と、後進伝動系（ＧＲ）とを備え、
前進胴入させて、該各油圧クラッチ（Ｃ１）（Ｃ２）
（Ｃ３）の締結で該各伝動系（Ｇｌ）（Ｇ２）（Ｇ３）
が選択的に確立さｉＩるＬうにし、又後進伝動系（ｃｉ
ｔ）は、２速伝動糸（Ｇ２）と、２速油圧クラツチ（Ｃ
２）ｅ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
ｌ速伝動系（Ｇ１）に介入したワンワエイクラッチで、
出力軸（５ｂ）側のオーバー回転を許界すべく作動する
。The auxiliary transmission (5) includes a drive shaft (5a) connected to the torque converter (4) and a driven shaft (5b) connected to the drive wheel (2).
), there is a 1st to 5th speed transmission system (G1) for forward movement (
G2) (G5) and a reverse transmission system (GR),
The respective hydraulic clutches (C1) (C2) are engaged in forward movement.
(C3), each transmission system (Gl) (G2) (G3)
is selectively established, and the reverse transmission system (ci) is selectively established.
t) is a 2nd speed transmission thread (G2) and a 2nd speed hydraulic clutch (C
2) e is shared, and the selector gear (6) that selects both transmission systems (G2) (GR) is established by switching to the right reverse side in the drawing. In the drawing, (7) is a one-way clutch that intervenes in the l-speed transmission system (G1).
It operates to allow over-rotation on the output shaft (5b) side.
前記各油圧クラッチ（ＣＩ ）（Ｃ２）（Ｃ３）は例え
ば第２図に示す油圧回路［エフその給排油を制御される
もので、これを詳述するに、該油圧回路は、油圧源（８
）と、パーキング用の「Ｐ」、後進用のｒ、１」、ニュ
ートラル用の１−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、
車速とスロットル開度とに応じて切換作動されるシフト
弁ｕｌと前記したセレクタギア（６）ｔ一連結する前後
進切換用ノサーボ弁（１，１）とを備え、マニアル弁（
９）のｒＤ」位置では、油圧源（８）に連る給油用の第
１油路（Ｌ Ｌ ）がシフト弁（ｔｌに連る第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速油圧クラツチ（Ｃ１）と、
シフト弁（１１を介して２速３速の各油圧クラッチ（Ｃ
２）（Ｃ３）への給油が行われるようにした。Each of the hydraulic clutches (CI), (C2, and C3) is connected to a hydraulic circuit shown in FIG. 8
), "P" for parking, "R, 1" for reverse, "1-N" for neutral, "D" for automatic shifting, and "2" for holding 2nd gear. a valve (9);
The manual valve (
9), the first oil passage (L L ) for oil supply leading to the hydraulic pressure source (8) is connected to the second oil passage (L L ) leading to the shift valve (tl).
L2) and a first speed hydraulic clutch (C1) via a third oil passage (L3) branched from the second oil passage (L2);
Each hydraulic clutch (C
2) (C3) was refueled.
γ
ここで該シフト弁（ＩＩ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ｔｉｔ
弁（ｔｏ−１１と、下流側の２速−３速変速用の第２弁
（ｔｏ−２１とから成るもので、該６弁（１０−１３（
１０−２１の一端即ち右端にガバナ弁０２からの車速に
応じ友ガバナ圧と、左端に第１スロツトル弁Ｕ（からの
スロットル開度に応じたスロットル圧とを作用させ、車
速の増加にＬれば先ず第１弁（１０−１）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（Ｌ２）
が第４油路（Ｌ４）を介して第２弁（１０−２３の流出
側の第５油路（Ｌ５）に接続され、マニアル弁（９）の
ｒ山」位置で該第５油路（Ｌ５）に接続される第６油路
（Ｌ６）ｆｆＯ介して２速油■クラツチ（Ｃ２）への給
油が行われ、更に車速か増加すると４’ ２７フト弁（
ｌ Ｏ−２）が右側の２速位置から左令（１１の３速位
置ＶＣ移動し”〔第４油路（Ｌ４）が第５油路（Ｌ５）
から３速油口五クラッチ（０３）ｒこ連る第７油路（Ｌ
７）に−ノ換接続されて；う速油圧クラッチ（Ｃ３）へ
の給油が１ｊわれるよう＆ＣＬ、た。γ Here, the shift valve (II) is a tit for 1st-2nd speed shifting on the upstream side connected to each other via an intermediate fourth oil passage (L4).
It consists of a valve (TO-11) and a second valve (TO-21) for shifting between 2nd and 3rd speeds on the downstream side, and the 6 valves (10-13 (
A companion governor pressure corresponding to the vehicle speed from the governor valve 02 is applied to one end, that is, the right end of 10-21, and a throttle pressure corresponding to the throttle opening from the first throttle valve U is applied to the left end, thereby increasing the vehicle speed. First, the first valve (10-1) moves from the first gear position on the right side to the second gear position on the left side, and the second oil passage (L2)
is connected to the fifth oil passage (L5) on the outflow side of the second valve (10-23) via the fourth oil passage (L4), and the fifth oil passage ( The 2nd speed oil clutch (C2) is supplied with oil through the 6th oil passage (L6)ffO connected to L5), and when the vehicle speed increases further, the 4'27 foot valve (
l O-2) moves from the 2nd gear position on the right side to the 3rd gear position on the left side (11).
The 7th oil passage (L
7) so that oil is supplied to the overspeed hydraulic clutch (C3) by 1j.
前記流体トルクコンノ々−夕ｔ４１ Ｕ 、人力軸たる
エンジン（１）のクランク軸（ｌａＮｃ連結されるｍｌ
（１１の入力ケース（１１）と咳入力ケース（Ｖ４１
に連結される後側のポンプ戦車（１５１とで囲われる内
部空隙（ｌｅに、出力軸たる補助変速機（５）の駆動軸
（５ａ）に連結されるタービン諷−１＄１− （１７）
と、該タービン翼車（１７１と該ポンプ翼車（１１１と
の間のステータ翼車（を樽とを９慣えて、該クランク軸
（ｌａ）の回転ＶｃニオＬばこれら翼車−ｔｔ’ｎ ｔ
ｔ８１間に円部流体が循環されて該駆動軸（５ａ］への
流体トルク伝達が力先られるように構成され、更に該タ
ービン汎車顛と該入りｊケース（＋４１との間に軸方向
に移動自在のクラッチ板Ｈを備えて、これをその前後両
１１１１１ｉに作用する流体圧力差に応じて該入力ケー
ス（１４１に係脱自在とし、ここで肢クラッチ板（ＩＩ
は例えばダンパスプリング（１９ａ）を介して該タービ
ン汽車ａηに連結されて該タービン汽車（１ηにおいて
該駆動軸（５ａ）Ｋ連結されるものとし、かくて該クラ
ッチ板ＯＩの該入力ケースＩへの係合によれば、クラン
ク軸（１ａ）→入力ケースＱ４１→クラッチ板（１１→
ダンパスプリング（１９ａ）→タービン翼車ａｎ→駆動
軸（５ａ）の糸路での機械的トルク伝達が与えられるよ
うにした。The fluid torque controller t41 U is connected to the crankshaft (laNc) of the engine (1), which is the human power shaft.
(11 input cases (11) and cough input case (V41)
A rear pump tank (151) connected to the rear pump tank (151) and a turbine connected to the drive shaft (5a) of the auxiliary transmission (5) which is the output shaft (17)
and the stator wheel (between the turbine wheel (171) and the pump wheel (111)), and if the rotation of the crankshaft (la) is t
During the period t81, the circular fluid is circulated so that the fluid torque is transmitted to the drive shaft (5a). A movable clutch plate H is provided, and this can be freely engaged and disengaged from the input case (141) according to the fluid pressure difference acting on both the front and rear sides 11111i, and here the limb clutch plate (II
is connected to the turbine train aη via a damper spring (19a), and connected to the drive shaft (5a) K at the turbine train (1η), and thus the clutch plate OI is connected to the input case I. According to the engagement, crankshaft (1a) → input case Q41 → clutch plate (11 →
Mechanical torque transmission is provided in the thread path from the damper spring (19a) to the turbine impeller an to the drive shaft (5a).
これを図示のものに付更に詳述するに、該クラッチ板（
１１は、その後側面に内部空隙（ｔｌ内の流体圧即ち油
圧と、その前側面に入力ケース（１４との間の油室（イ
）内の油圧とを作用されて、核油室（２１からの排油に
よれば該内部空隙（１６１，０内圧との差圧でこれに押
されて該入力ケース（＋４１に摩擦係合され、核油室Ｂ
ｅへの給油によれば該係合を解かれるもので、核油室（
本身への給排油を車速に応動するクラッチ制御弁（２１
）に、ｊｌ）切換制御するようにした。該ｔｌｉｌＪ御
弁（和は、油圧源（８）からの圧油をレギュレータ弁シ
邊を介して導く第８油路（Ｌ８）を油室１２Ｉに連る第
９油路（Ｌ９）に接続して核油室（２（浄への給油を行
う右側のクラッチ切断位ｊｔ （図示の位置）と、ｍ８
油路（Ｌ８）を内部空隙（１υに連るｍｌＯ油路（ＬＩ
Ｏ）に接続して該空隙（Ｉｆｉｌへの給油とＨ変電９油
路（Ｌ９）を大気開放ポート（２階に接続して核油室（
７）からの排油とを行う左側のクラッチ接続位置とに切
換自在であり、車速に応じた車速信号例えばガバナ弁（
１２からのカッ々す圧で該制御弁（２１）をクラッチ接
続位置側に押圧して、所定車速以上では該制御弁Ｑυが
クラッチ接続位置に切換えられてクラッチ板α１の係合
作動が与えられるようにした。To explain this further in detail in addition to the one shown in the figure, the clutch plate (
11 is connected to the core oil chamber (from 21 to According to the drained oil, it is pushed by the internal cavity (161,0 due to the differential pressure with the internal pressure and is frictionally engaged with the input case (+41), and the core oil chamber B
If oil is supplied to e, the engagement will be released, and the nuclear oil chamber (
Clutch control valve (21
), jl) switching control. The tlilJ control valve (the sum) connects the eighth oil passage (L8) that leads pressure oil from the hydraulic source (8) through the regulator valve side to the ninth oil passage (L9) that leads to the oil chamber 12I. and the right clutch disengagement position jt (position shown) where oil is supplied to the nuclear oil chamber (2), and m8
The oil passage (L8) is connected to the internal cavity (1υ).
O) to supply oil to the air gap (Ifil) and H substation 9 oil passage (L9) to the atmosphere release port (second floor) to supply oil to the nuclear oil room (
It can be freely switched to the left clutch connection position where oil is drained from the
The control valve (21) is pushed toward the clutch engagement position by the clicking pressure from 12, and at a predetermined vehicle speed or higher, the control valve Qυ is switched to the clutch engagement position and the clutch plate α1 is engaged. I did it like that.
尚、クラッチ切断位置では内部空隙（１６Ｈｃ油呈ｅｔ
ｉを介しての給油が与えられて、ポンプ翼車０９とター
ビン翼車（＋７）との間の流体トルク伝達が行われる。In addition, at the clutch disengagement position, there is an internal void (16Hc oil)
Refueling via i is provided for fluid torque transmission between pump wheel 09 and turbine wheel (+7).
又、図示の１）のでは該制御弁（２１）にガバナ圧に対
向して第１スロツトル弁ａ３からのスロットル圧ｔ−作
用させ、スロットル開度の増加に伴いクラツチ接続位置
への切換えがより高速で行われるようにし、更にガノ々
す圧を該制御弁ＣＤに導く第１１油路（Ｌｌｌ）Ｋ、３
速油圧クラツチ（Ｃ３）から第１２油路（Ｌ１２）を介
して作用される油圧［、Ｃり開かれる開閉弁（２４）を
介在させて、３速伝動系（Ｇ３）の確立時にのみガバナ
圧が該制御弁（２ＤＶＣ作用されてクラッチ板ＯＩが係
合作動されるようにし、且つ該第１２油路（Ｌ１２）に
、２速３速の各油圧クラッチ（Ｃ２）（Ｃ３）の圧力緩
衝用のアギュムレータ（２！１９Ｃ，！１１９の背圧を
スロットル開度に応じて調圧する第２スロツトル弁シＤ
からのスロットル圧を作用されてスロットル開度が所定
開度以下のとき閉じる遮断弁（至）を介在させて減速時
のクラッチ板（１１の係合作動を生じないようにした。In addition, in case 1) shown in the figure, the throttle pressure t from the first throttle valve a3 is applied to the control valve (21) in opposition to the governor pressure, so that the switching to the clutch connection position becomes easier as the throttle opening increases. The 11th oil passage (Lll) K, 3 conducts the operation at a high speed and also leads a large pressure to the control valve CD.
The hydraulic pressure applied from the speed hydraulic clutch (C3) through the twelfth oil passage (L12) is controlled by the governor pressure only when the third speed transmission system (G3) is established. is operated by the control valve (2DVC) so that the clutch plate OI is engaged and operated, and the 12th oil passage (L12) is provided with a pressure buffer for each hydraulic clutch (C2) (C3) of the 2nd and 3rd speeds. A second throttle valve system D that adjusts the back pressure of the aggulator (2!19C, !119) according to the throttle opening degree.
A shutoff valve (to) which closes when the throttle opening is below a predetermined opening when applied with throttle pressure from the engine is provided to prevent the clutch plate (11) from engaging during deceleration.
更圧該クラッチ板α１の係合作動時における両側面間の
圧力差を、比較的低車速域では該クラッチ板θ優が入力
ケースα４に機械的滑り状態で係合されるよう比較的小
さく、比較的高車速域では該クラッチ板α呻が該入力ケ
ース（１４） Ｋ機械的直結状態で係合され名よう比較
的大きくすべく作動する調圧装置（２１を以下の如く設
けた。The pressure difference between both sides when the clutch plate α1 is engaged is relatively small so that the clutch plate θ is engaged with the input case α4 in a mechanically sliding state in a relatively low vehicle speed range. In a relatively high vehicle speed range, the clutch plate α is mechanically directly connected to the input case (14), and a pressure regulating device (21) is provided as follows.
即ち、図示のもので該調圧装置（四は、内部空隙ａｌＩ
ｃ連る互ニ並列の第１第２排油路（ＬＬ）ＩＸ ＬＤ２
）略介入した第１第２チェック弁ｆ：３１ （３１）
と、該第２排油路（Ｌｌ）２）に該ｔａ２チェック弁Ｃ
３０と直列に介入した第３チエツク弁（３擾とで構成さ
れ、該ｍｔチェック弁Ｉの設定圧をクラッチ板（１１の
直結状態を得るに足る比較的高圧のｈに、該第２チエツ
ク弁Ｃ（Ｉ）のｆｆ＆定圧全比較的低圧（内部空隙ＯＱ
でのキャビデージョンを生じない程度の圧）のＰＲＶＣ
各設定“すると共に、該第３チエツク弁に４ｔ−ｍｌｌ
油路（Ｌｌｌ）からのガバナ圧で閉じ側に押圧し、クラ
ッチ制御弁（２Ｉ）がクラッチ接続位置に切換えられる
所定車速ｖｉからの車速の増加によれば該第３チエツク
弁Ｃ３擾の閉じ側への押圧力の増加に伴い該空隙顛の内
圧が該第２チエツク弁６１）で設定されるＰｌから順次
昇圧され、所定の高車速ｖ３で該第１チエツク弁（３０
で設定されるＰａに達すると以後この値に保持され、か
くて内圧即ちクラッチ板（１１の両側面間の圧力差に車
速の増加に伴う第４図にａ −ｂ −ｏで示す如き順次
の変化が与えられるようにした。That is, in the one shown in the figure, the pressure regulating device (4 is the internal space alI
c The first and second oil drain passages (LL) IX LD2 are connected in parallel with each other.
) Almost intervened first and second check valve f: 31 (31)
and the ta2 check valve C in the second oil drain path (Ll) 2).
30 and a third check valve intervening in series, the set pressure of the mt check valve I is set to a relatively high pressure h sufficient to directly connect the clutch plate (11). ff & constant pressure of C(I) Total relatively low pressure (internal void OQ
Pressure that does not cause cavitation)
At the same time as each setting, 4t-ml was added to the third check valve.
When the vehicle speed increases from the predetermined vehicle speed vi at which the clutch control valve (2I) is pressed to the closing side by the governor pressure from the oil passage (Lll) and the clutch control valve (2I) is switched to the clutch engagement position, the third check valve C3 is closed. As the pressing force increases, the internal pressure of the gap is gradually increased from Pl set by the second check valve 61), and at a predetermined high vehicle speed v3, the first check valve (30
When the set Pa is reached, it is held at this value from then on, and thus the internal pressure, that is, the pressure difference between both sides of the clutch plate (11), increases as the vehicle speed increases, as shown by a - b - o in Fig. 4. I made it possible for change.
以上は上記した先の提案のものと特に異らないが、本発
明によれば、該クラッチ板曲に、その両側面間を連通ず
る連通孔（切と、該クラッチ板ＯＩの回転速度変化に応
じて該連通孔（ハ）を開閉する慣性弁＠慟とを設けるも
のとした。Although the above is not particularly different from the above-mentioned proposal, according to the present invention, the clutch plate is provided with a communication hole (disconnected) that communicates between both sides of the clutch plate, and a communication hole that communicates with the rotational speed change of the clutch plate OI. Accordingly, an inertia valve for opening and closing the communication hole (C) was provided.
該慣性弁０１は、第１Ｍ及び第５図に明示する如く、径
方向に長手の板片（３４１１）をその径方向内端部にお
いて該クラッチ板（［１に揺動自在にリベットの！９止
めし、その径方向中間部に該連通孔（３濁に合致する弁
座（５４ｂ）と、その径方向外端部に重錘部（３４ａ）
とを設けて成るもので、該慣性弁ぐう０は、該重錘部（
５４ａ）の遠心力により常時は該連通孔０３）を閉じる
図示の中立位置に存するが、急激な加減速により該クラ
ッチ板ＯＩの回転速度が変化すると、該重ｉ１ｊ部（５
４ｏ）の慣性力により周方向−側と他側とに揺動され、
該弁部（３４ｂ）が該連通孔（３１３１１から外れてこ
れを開く開状態となる。図面で−は該慣性弁Ｈの揺動範
囲を規制するストッパを示す。As clearly shown in FIG. 1M and FIG. 5, the inertia valve 01 has a radially long plate piece (3411) attached to the clutch plate ([1] with a rivet so as to be able to swing freely) at its radially inner end. A valve seat (54b) that matches the communication hole (3) is provided at the radially intermediate portion thereof, and a weight portion (34a) is provided at its radially outer end.
The inertial valve 0 is provided with a weight portion (
Due to the centrifugal force of 54a), the communication hole 03) is normally kept at the neutral position shown in the figure, but when the rotational speed of the clutch plate OI changes due to rapid acceleration/deceleration, the heavy portion i1j (54a)
4o) is swung between the − side and the other side in the circumferential direction due to the inertia force,
The valve part (34b) comes out of the communication hole (31311) and opens it. In the drawing, - indicates a stopper that restricts the swing range of the inertia valve H.
次いでその作動を説明するに、６速伝動系（Ｇ３）の確
立時における所定車速以上で上記の如くクラッチ制御弁
Ｃυがクラッチ接続位置に切換えられると、油室（イ）
からの排油が行われて、クラッチ板ａ１はその両側面に
作用する内ｉクク空［ｆｔ （ｌｆｉ）内の油圧と該油
室（２＋ｊ内の油圧との圧力差で入力ケース０１に係合
されるが、この場合高車速域では調圧装置凶により上記
の如く該圧力差が大きく設定され、該クラッチ板ａ→の
機械的直結状態での係合作動を生ずるもので、このまま
では急激な加減速を行った場合に生ずる急激なトルク変
動は、ダンパスプリング（１９ａ）で吸収しきれずに該
クラッチ板α■を介して人出方軸間に伝達されてしまう
。Next, to explain its operation, when the clutch control valve Cυ is switched to the clutch engagement position as described above at a predetermined vehicle speed or higher when the 6-speed transmission system (G3) is established, the oil chamber (A)
After the oil is drained from the clutch plate a1, the clutch plate a1 becomes engaged with the input case 01 due to the pressure difference between the hydraulic pressure in the inner i kukuku [ft (lfi)] and the hydraulic pressure in the oil chamber (2+j) acting on both sides of the clutch plate a1. However, in this case, in a high vehicle speed range, the pressure difference is set to a large value as described above due to the pressure regulating device, and the clutch plate a → is engaged in a mechanically directly connected state, and if left as it is, the pressure difference will suddenly increase. The sudden torque fluctuation that occurs when acceleration/deceleration is performed cannot be completely absorbed by the damper spring (19a), and is transmitted to the turnout shafts via the clutch plate α■.
然６％本発明によれば、かがる急激な加減速を行った場
合、該クラッチ板（１９の回転速度の変化で慣性弁０１
が上記の如く開弁作動され、連通孔（３３）を介しての
流体リークで該クラッチ板（１１の両側面間の圧力差が
減少され、該クラッチ板α坤の大巾な滑りが許容される
状態となり、加減速に伴うトルク変動は該クラッチ板ａ
５Ｊの滑りで吸収される。According to the present invention, when rapid acceleration/deceleration is performed, the inertia valve 01
is operated to open as described above, and fluid leaks through the communication hole (33) to reduce the pressure difference between the both sides of the clutch plate (11), allowing the clutch plate α to widen its slippage. The torque fluctuation caused by acceleration/deceleration is caused by the clutch plate a.
Absorbed by 5J slip.
この様に本発明によるときは、クラッチ板の両側面間の
流体圧力差を調圧装置により高車速域で大きくして、該
クラッチ板の機械曲直＾即での係合作動を生じさせるよ
うにしても、急激な加減速に際しては慣性弁により該圧
力差が減少されて、該クラッチ板の滑りにより加減速に
伴うトルク夏動が吸収され、高車速域でのトルク伝達効
率を向上させて且つ加減速によるトルク変動の車体側へ
の伝達も防止出来る効果を有する。As described above, according to the present invention, the fluid pressure difference between both side surfaces of the clutch plate is increased in a high vehicle speed range by the pressure regulating device, so that the engagement operation of the clutch plate is caused immediately when the clutch plate is mechanically bent. However, in the event of rapid acceleration or deceleration, the pressure difference is reduced by the inertia valve, and the torque summer movement accompanying acceleration or deceleration is absorbed by the slippage of the clutch plate, improving torque transmission efficiency in the high vehicle speed range. This has the effect of preventing torque fluctuations caused by acceleration and deceleration from being transmitted to the vehicle body.
８１１１図は本発明装ＭＹを適用する車両用変速機の１
例の稈図、第２図は本発明装置／の１例の回路図、第５
図は第２図における流体トルクフンハータ部分のｌ１ｌ
−１１１ｍ ｒａ １ｌｖｔ面図、第４図は調圧装置１
ｖによる。’ＲＩＪ圧特性線図である。
（１）・・・エンジン （３）・・・車両用変速
機（４）・・・流体トルクフンバータ（１ａ）・・・ク
ランク軸（入力軸）（５＆）・・・駆動軸（出力軸）０
４１・・・入力ケース（１５１・・・ポンプ翼車
ＯＩ・・・内部空隙Ｑ７）・・・タービン富Ｑｔ
（ｐ）・・・クラッチ板翰・・・調圧装置 （ト
）・・・連通孔０倖・・・慣性弁
外２名Figure 8111 shows one of the vehicle transmissions to which the device MY of the present invention is applied.
Fig. 2 is a circuit diagram of an example of the device of the present invention, Fig. 5 is a culm diagram of an example.
The diagram shows the l1l part of the fluid torque hunharter in Figure 2.
-111m ra 1lvt side view, Figure 4 is pressure regulator 1
According to v. 'RIJ pressure characteristic diagram. (1)...Engine (3)...Vehicle transmission (4)...Fluid torque converter (1a)...Crankshaft (input shaft) (5&)...Drive shaft (output shaft) )0
41...Input case (151...Pump impeller
OI...Internal void Q7)...Turbine wealth Qt
(p)...Clutch plate...Pressure regulator (g)...Communication hole 0...2 people outside the inertia valve
Claims (1)
々−夕ｔｍ、ｔ、該流体）ルクコンノ々−タは、その入
力軸に連結される一側の入力ケースと該入力ケースに連
結される他側のポンプ翼車とで囲われる内ｆｌｌｔ空隙
に、その出力軸に連結されるタービン戦車を備えると共
に、該タービン翼車と該入力ケースとの間に該出力軸に
連結されるクラッチ板を軸方向に移動自在に備え、該ク
ラッチ板の両ＩＩＩ面に作用する流体圧力差に応じて該
クラッチ４Ｍ ｔ−該入力ケースに係脱自在とし、該圧
力差を車速に応動する調圧装置に工９比較的低車速域で
は該クラッチ板が該入力ケースに機械的鋼り状態で係合
されるよう比較的小さくし、比較的高車速域でＩ’ｊ：
該クラッチ板戸Ｓ該人力ケースに機械的直結状態で係合
される工う比較的大きくするようにしたものにおいて、
該クラッチ板に、その両側面間を連通ずる連通孔と、該
クラッチ板の回転速度変化に応じて該連通孔を開閉する
慣性弁とを設けたことを特徴とする車両用変速機におけ
る流体トルクフンノく一夕用クラッチの作動制御装置。A fluid torque converter in a vehicle transmission driven by an engine has one input case connected to its input shaft and the other side connected to the input case. A turbine tank connected to the output shaft is provided in the inner space surrounded by the pump wheel, and a clutch plate connected to the output shaft is arranged between the turbine wheel and the input case in the axial direction. The clutch 4M can be freely moved in and out of the input case in accordance with the fluid pressure difference acting on both surfaces of the clutch plate, and a pressure regulating device that adjusts the pressure difference in response to the vehicle speed is constructed. In a relatively low vehicle speed range, the clutch plate is made relatively small so that it is mechanically engaged with the input case, and in a relatively high vehicle speed range, I'j:
The clutch plate S is relatively large and is engaged with the manual case in a direct mechanical connection,
A fluid torque control system for a vehicle transmission, characterized in that the clutch plate is provided with a communication hole that communicates between both sides of the clutch plate, and an inertia valve that opens and closes the communication hole according to changes in the rotational speed of the clutch plate. Clutch operation control device for vehicle use.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19684182A JPS5986738A (en) | 1982-11-11 | 1982-11-11 | Operation control device of clutch for hydraulic torque converter in vehicular transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19684182A JPS5986738A (en) | 1982-11-11 | 1982-11-11 | Operation control device of clutch for hydraulic torque converter in vehicular transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5986738A true JPS5986738A (en) | 1984-05-19 |
| JPS6157510B2 JPS6157510B2 (en) | 1986-12-06 |
Family
ID=16364547
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP19684182A Granted JPS5986738A (en) | 1982-11-11 | 1982-11-11 | Operation control device of clutch for hydraulic torque converter in vehicular transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5986738A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6418667U (en) * | 1987-07-23 | 1989-01-30 |
-
1982
- 1982-11-11 JP JP19684182A patent/JPS5986738A/en active Granted
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6418667U (en) * | 1987-07-23 | 1989-01-30 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6157510B2 (en) | 1986-12-06 |
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