JPS5989862A - Device for controlling direct coupling of torque converter in vehicle automatic transmission - Google Patents
Device for controlling direct coupling of torque converter in vehicle automatic transmissionInfo
- Publication number
- JPS5989862A JPS5989862A JP19850482A JP19850482A JPS5989862A JP S5989862 A JPS5989862 A JP S5989862A JP 19850482 A JP19850482 A JP 19850482A JP 19850482 A JP19850482 A JP 19850482A JP S5989862 A JPS5989862 A JP S5989862A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- clutch
- direct coupling
- hydraulic
- pressure
- 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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0251—Elements specially adapted for electric control units, e.g. valves for converting electrical signals to fluid signals
- F16H2061/026—On-off solenoid valve
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
- F16H2061/145—Control of torque converter lock-up clutches using electric control means for controlling slip, e.g. approaching target slip value
-
- 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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
- F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
- F16H59/22—Idle position
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Arrangement Or Mounting Of Control Devices For Change-Speed Gearing (AREA)
- Control Of Fluid Gearings (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、ポンプ翼車な含む入力部材及びタービン翼車
を含む出力部材を有する流体式トルクコンバータと、１
段または複数段の歯車列を有し、これを”介して前記出
力部材のトルクを駆動車輪に伝達する補助変速機と備え
た自動変速機において、前記入、出力部材間にこれらを
機械的に結合し得る直結クラッチを介装して、トルクコ
ンバータの滑り損失を必要最小限に抑えるようにした、
トルクコンバータの直結制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention provides a hydraulic torque converter having an input member including a pump wheel and an output member including a turbine wheel;
In an automatic transmission equipped with an auxiliary transmission that has a gear train of one or more stages and transmits the torque of the output member to the driving wheels through the gear train, the gear train is mechanically connected between the input and output members. A direct-coupled clutch is installed to minimize torque converter slip loss.
The present invention relates to a direct-coupled control device for a torque converter.
直結クラッチの作動によりドルクコ°ンバータを直結状
態にして車両を運転しているとき、減速すべくアクセル
ペダルを解放すると、エンジンを含むパワープラントに
加わる反力の急激な変化がパワープラントを介して車体
に伝達し、不快なサージングを伴い易い。これを防止す
るには、エンジン絞弁のアイドル位置では直結クラッチ
の作動な解除することが有効であり、既にそのだめの各
種の装置が提案されている。When driving a vehicle with the converter in direct connection due to the operation of the direct coupling clutch, when the accelerator pedal is released to decelerate, a sudden change in the reaction force applied to the power plant including the engine is applied to the vehicle body via the power plant. and is likely to be accompanied by unpleasant surging. To prevent this, it is effective to release the direct coupling clutch when the engine throttle valve is in the idle position, and various devices for this purpose have already been proposed.
また、この問題の別の解決手段として、トルクコンバー
タの入、出力部材間に、直結クラッチと直列に一方向ク
ラッチを介装し、この一方向クラッチは、直結クラッチ
の作動時にはエンジンの出力トルクのみを出力部材側へ
伝達し得るように構成したものも既に提案されているが
、エンジン絞弁のアイドル状態では前記一方向クラッチ
の空転による振動音や摩耗の発生が多少ともあるので、
これを防止することを考慮すれば、直結クラッチを解除
する方が望ましい。In addition, as another solution to this problem, a one-way clutch is interposed in series with the direct coupling clutch between the input and output members of the torque converter, and when the direct coupling clutch is operated, the one-way clutch only uses the output torque of the engine. There have already been proposals that are configured to transmit the power to the output member side, but when the engine throttle valve is in an idling state, some vibration noise and wear may occur due to the idling of the one-way clutch.
In order to prevent this, it is preferable to release the direct coupling clutch.
一方、出願人は、直結クラッチの作動中の動力性能の維
持を図る目的で、直結クラッチに滑り特性を与えると共
に直結クラッチの結合力を車速の変化に応じて制御し、
低車速域でのエンジンの最大出力運転時には、直結クラ
ッチに故意に滑りを 。On the other hand, in order to maintain power performance during operation of the direct-coupled clutch, the applicant provides a slipping characteristic to the direct-coupled clutch and controls the coupling force of the direct-coupled clutch according to changes in vehicle speed.
When operating the engine at maximum output at low vehicle speeds, the direct clutch is intentionally slipped.
生起させることにより、エンジンの出力トルクの伝達を
、直結クラッチを含む機械伝動系とトルクコンバータの
流体を含む流体伝動系とに分担させて、トルクコンバー
タのトルク増幅機能を適当に回復させる、一種の動力分
割を行うようにしたものを既に提案した。This is a kind of system that allows the transmission of engine output torque to be shared between the mechanical transmission system including the direct coupling clutch and the fluid transmission system including the fluid of the torque converter, thereby appropriately restoring the torque amplification function of the torque converter. We have already proposed a system that splits the power.
このような異種の直結制御を同時に行おうとすれば、二
ン、ジン絞弁のアイドル状態で直結クラッチを解除する
弁と、車速の変化に応じて直結クラッチの結合力を制御
する弁との２本の弁が必要であり、若しこれらを１本の
弁で効率良゛（制御できれば、装置が著しく簡素化され
、且つ弁がらの圧油の漏洩損失も大いに救済され、実用
上極めて有利となろう。If we try to perform these different types of direct coupling control at the same time, we need two valves: one that releases the direct coupling clutch when the engine throttle valve is idling, and the other that controls the coupling force of the direct coupling clutch in response to changes in vehicle speed. If these valves could be efficiently controlled with one valve, the equipment would be significantly simplified, and leakage loss of pressure oil from the valves would be greatly alleviated, which would be extremely advantageous in practice. Become.
そこで本発明の目的は、１本の弁をもって前記異種の直
結制御を行い得る構成簡素な前記トルクコンバータの直
結制御装置を提供することを目的とする。この目的を達
成するために、本発明は、トルクコンバータの人、出力
部材間に設けられ、これら両部材を機械的に結合するよ
う作動し得る、滑り特性をもった油圧式直結クラッチと
、この直結クラッチの油圧シリンダと油圧源とを結ぶ油
路に介装されたモジュレータ弁とよりなり、このモジュ
レータ弁は前記油路を開閉する弁体と、この弁体を開弁
方向に付勢するばねと、該モジュレータ弁の入力ボート
側から前記弁体を閉弁方向に付勢するパイロット油圧を
導入する第１パイロツト油圧室と、前記弁体を開弁方向
に付勢するパイロット油圧を導入＼する第２パイロツト
油圧室とより構成され、前記第２パイロツト油圧室に、
車速に比例して変化する油圧を出力する車速比例油圧発
生装置の出力側を絞りを介して接続し、さらにエンジン
絞弁のアイドル状態を検知して該第２パイロツト油圧室
を大気に開放する弁装置を接続したところに特徴がある
。SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a direct-coupling control device for the torque converter, which has a simple configuration and can perform the different types of direct-coupling control using a single valve. To achieve this objective, the present invention provides a hydraulic direct coupling clutch with slipping characteristics which is provided between the torque converter and the output member and which can be operated to mechanically couple these two parts. The modulator valve consists of a modulator valve installed in an oil passage connecting the hydraulic cylinder of the direct coupling clutch and the oil pressure source, and this modulator valve includes a valve element that opens and closes the oil passage, and a spring that biases the valve element in the valve opening direction. A first pilot hydraulic chamber introduces pilot hydraulic pressure from the input boat side of the modulator valve to bias the valve body in the valve closing direction, and a pilot hydraulic pressure to bias the valve disc in the valve opening direction is introduced. a second pilot hydraulic chamber;
A valve that connects the output side of a vehicle speed proportional hydraulic pressure generator that outputs hydraulic pressure that changes in proportion to vehicle speed via a throttle, and further detects the idle state of the engine throttle valve and opens the second pilot hydraulic chamber to the atmosphere. The feature lies in the way the device is connected.
以下、図面により本発明の実施例について説明する。Embodiments of the present invention will be described below with reference to the drawings.
先ず、第１図は本発明を適用する前進３段、後進１段の
自動車用自動変速機の概要図である。図において、エン
ジンＥの出力は、そのクランク軸１からトルクコンバー
タＴ、補助変速機Ｍ、差動装置Ｄｆを順次繰て駆動車輪
Ｗ 、 Ｗ／に伝達され、これらを駆動する。First, FIG. 1 is a schematic diagram of an automatic transmission for an automobile with three forward speeds and one reverse speed to which the present invention is applied. In the figure, the output of an engine E is transmitted from its crankshaft 1 through a torque converter T, an auxiliary transmission M, and a differential gear Df to drive wheels W1, W/ in order to drive these wheels.
トルクコンバータＴは、クランク軸１に連結したポンプ
翼車２と、補助変速機Ｍの入力軸５に連結したタービン
翼車３と、入力軸５上に相対回転自在に支承されたステ
ータ軸４ａに一方向クラッチ１を介して連結したステー
タ翼車４とより構成される。クランク軸１からポンプ翼
車２に伝達されるトルクは流体力学的にタービン翼車３
に伝達され、この間にトルクの増幅作用が行われると、
公知のように、ステータ翼車４がその反力を負担する。The torque converter T includes a pump impeller 2 connected to a crankshaft 1, a turbine impeller 3 connected to an input shaft 5 of an auxiliary transmission M, and a stator shaft 4a supported on the input shaft 5 so as to be relatively rotatable. It is composed of a stator wheel 4 connected via a one-way clutch 1. The torque transmitted from the crankshaft 1 to the pump wheel 2 is hydrodynamically transmitted to the turbine wheel 3.
When the torque is amplified during this time,
As is known, the stator wheel 4 bears the reaction force.
ポンプ翼車２の右端には、第２図の油圧ポンプＰを駆動
するポンプ駆動歯車８が設けられ、またステータ軸４ａ
の右端には第２図のレギュレータ弁Ｖγを制御するステ
ータアーム４６が固設される。A pump drive gear 8 for driving the hydraulic pump P shown in FIG. 2 is provided at the right end of the pump impeller 2, and a stator shaft 4a
A stator arm 46 for controlling the regulator valve Vγ shown in FIG. 2 is fixedly installed at the right end of the stator arm 46 .
ポンプ翼車２とタービン翼車３との間には、これらを機
械的に結合し得るローラ形式の直結クラッチＣｄが設け
られる。これを第２図及び第２Ａ図により詳細に説明す
ると、ポンプ翼車２の内周壁２αには、内周に駆動円錐
面９をもった環状の駆動部材１０が固着される。またタ
ービン翼車３の内周壁３αには、外周に前記駆動円錐面
９と平行に対面する被動円錐面１１をもった被動部材１
２が軸方向摺動自在にスプライン嵌合される。この被動
部材１２の一端にはピストン１３が一体に形成されてお
り、このピストン１３はタービン翼車３の内周壁３ａに
設けた油圧シリンダ１４に摺合され、該シリンダ１４の
内圧とトルクコンバータＴの内圧を左右両端面に同時に
受けるようになっている。A roller-type direct coupling clutch Cd is provided between the pump impeller 2 and the turbine impeller 3 to mechanically connect them. To explain this in detail with reference to FIGS. 2 and 2A, an annular drive member 10 having a drive conical surface 9 on the inner circumference is fixed to the inner peripheral wall 2α of the pump impeller 2. Further, the inner peripheral wall 3α of the turbine impeller 3 has a driven member 1 having a driven conical surface 11 facing parallel to the driving conical surface 9 on the outer periphery.
2 are spline-fitted to be slidable in the axial direction. A piston 13 is integrally formed at one end of the driven member 12, and this piston 13 is slidably connected to a hydraulic cylinder 14 provided on the inner circumferential wall 3a of the turbine impeller 3. Internal pressure is applied to both left and right end surfaces simultaneously.
駆動及び被動円錐面９，１１間には円柱伏のクラッチロ
ーラ１５が介装され、このクラッチローラ１５は、第２
Ａ図に示すように、その中心軸線Ｏが、両日錐面９，１
１間の中央を通る仮想円錐面１ｃの母線ｙに対し一定角
度θ傾斜するように、環状のリテーナ１６により保持さ
れる。A cylindrical clutch roller 15 is interposed between the driving and driven conical surfaces 9 and 11, and this clutch roller 15
As shown in figure A, the central axis O is the conical surface 9,1
The virtual conical surface 1c is held by an annular retainer 16 so as to be inclined at a constant angle θ with respect to the generatrix y of the virtual conical surface 1c passing through the center of the conical surface 1c.
したがって、トルクコンバータＴのトルク増幅機能が不
必要となった段階で、トルクコンバータＴの内圧より高
い油圧を油圧シリンダ１４内に導入すると、ピストン１
３即ち被動部材１２が駆動部材１０に向って押動される
。これによりクラッチローラ１５は両日錐面９，１１に
圧接されるが、このときエンジンＥの出力トルクにより
駆動部材１０が被動部材１２に対して第２Ａ図でＸ方向
に回転されると、これに伴いクラッチローラ１５が自転
するが、このクラッチローラ１５は、その中心軸線が前
述のように傾斜しているので、その自転により両部拐’
１０．１２にこれらを互いに接近させるような相対的軸
方向変位を与える。その結果、クラッチローラ１５は両
日錐面９，１１間に喰込み、両部材１０．１２間、即ち
ポンプ翼車２及びタービン翼車３間を機械的に結合する
。直結クラッチＣｄのこのような作動時でも、その結合
力を超えてエンジンの出力トルクが両翼車２，３間に加
わった場合には、クラッチローラ１５は各円錐面９，１
１に対して滑りを生じ、上記トルク・は二分割されて、
一部のトルクは直結クラッチＣｄを介して機械的に、残
りのトルクは両翼車２，３を介して流体力学的に伝達す
ることになり、前者のトルクと後者のトルクとの比がク
ラッチロー２１５の滑り度合により変化する可変率動力
分割系が形成される。Therefore, if a hydraulic pressure higher than the internal pressure of the torque converter T is introduced into the hydraulic cylinder 14 at a stage when the torque amplification function of the torque converter T is no longer necessary, the piston 1
3, that is, the driven member 12 is pushed toward the driving member 10. As a result, the clutch roller 15 is pressed against the conical surfaces 9 and 11, but at this time, when the drive member 10 is rotated in the X direction in FIG. 2A with respect to the driven member 12 by the output torque of the engine E, As a result, the clutch roller 15 rotates, but since the center axis of the clutch roller 15 is inclined as described above, both parts are separated due to the rotation.
10. Apply a relative axial displacement to 12 that brings them closer together. As a result, the clutch roller 15 bites between the two conical surfaces 9 and 11, mechanically connecting the two members 10 and 12, that is, the pump wheel 2 and the turbine wheel 3. Even during such operation of the direct coupling clutch Cd, if the output torque of the engine exceeds the coupling force and is applied between the two wing wheels 2 and 3, the clutch roller 15
1, the above torque is divided into two,
A part of the torque is transmitted mechanically via the direct coupling clutch Cd, and the remaining torque is transmitted hydrodynamically via the two wing wheels 2 and 3, and the ratio of the former torque to the latter torque is determined by the clutch load. A variable rate power split system that changes depending on the degree of slippage of 215 is formed.
直結クラッチＣｄの作動状態において、トルクコンノ、
（−タＴに逆負荷が加われば、被動部材１２０回転速度
が駆動部材１００回転速度よりも大きくなるので、相対
的には駆動部材１０が被動部材１２に対してＹ方向に回
転し、これに伴いクラッチローラ１５は先刻とは反対方
向に自転して、両部材１０．１２にこれらを互いに離間
させるような相対的な軸方向変位を与える。その結果、
クラッチローラ１５は両回錐面９，１１間への喰込みか
ら解除され、空転状態となる。したがって、タービン翼
車３かもポンプ翼車２への逆負荷の伝達は流体力学的に
のみ行われる。In the operating state of the direct coupling clutch Cd, the torque controller,
(If a reverse load is applied to the motor T, the rotational speed of the driven member 120 becomes greater than the rotational speed of the driving member 100, so the driving member 10 rotates in the Y direction relative to the driven member 12, and Accordingly, the clutch roller 15 rotates in the opposite direction and applies a relative axial displacement to both members 10.12 that causes them to separate from each other.As a result,
The clutch roller 15 is released from being wedged between the conical surfaces 9 and 11, and enters an idling state. The transmission of the reverse load to the turbine wheel 3 and to the pump wheel 2 therefore takes place only hydrodynamically.
油圧シリンダ１４の油圧を解除すれば、ピストン１３は
トルクコンバータＴの内圧を受けて当初の位置に後退す
るのヂ、直結クラッチＣｄは不作動状態となる。When the hydraulic pressure of the hydraulic cylinder 14 is released, the piston 13 receives the internal pressure of the torque converter T and retreats to its original position, and the direct coupling clutch Cd becomes inactive.
再び第１図において、補助変速ｅＭの互いに平行する人
、出力軸５．６間には低速段歯車列Ｇ１、中速段歯車列
Ｇ２、高速段歯車列Ｇ３及び後進歯車列Ｇｒが並列に設
けられる。低速段歯車列Ｇ１は、入力軸５に低速段クラ
ッチＣ１を介して連結される駆動歯車１１と、出力軸６
に一方向りラッチＣＯを介して連結され上記歯車１Ｔと
噛合する被動歯車１８とより構成され、また中速段歯車
列Ｇ２は、入力軸５に中速段クラッチＣ２を介して連結
される駆動歯車１９と、出力軸６に切換クラッチＣｓを
介して連結され上記歯車１９と噛合する被動歯車２０と
より構成され、また高速段歯車列Ｇ３は、入力軸５に固
設した駆動歯車２１と、出力軸６に高速段クラッチＣ３
，を介して連結される被動歯車２２とより構成され、ま
た後進歯車列Ｇγは、中速段歯車列Ｇ、の駆動歯車１９
と一体に形成した駆動歯車２３と、出力軸６に前記切換
クラッチＣ，ｓを介して連結される被動歯車２４と、上
記両歯車２３．２４に噛合するアイドル歯車２５とより
構成される。前記切換クラッチＣｓは前記被動歯車２０
，２４の中間に設けられ、該クラッチＣｓのセレクタス
リーブ２６を図で左方の前進位置または右方の後進位置
にシフトすることにより被動歯車２０．２４を出力軸６
に選択的に連結することができる。Again in FIG. 1, a low speed gear train G1, a middle speed gear train G2, a high speed gear train G3, and a reverse gear train Gr are provided in parallel between the mutually parallel output shafts 5 and 6 of the auxiliary gear shift eM. It will be done. The low-speed gear train G1 includes a drive gear 11 connected to the input shaft 5 via a low-speed clutch C1, and an output shaft 6.
A driven gear 18 is connected to the input shaft 5 via a one-way latch CO and meshes with the gear 1T, and a middle speed gear train G2 is a drive gear connected to the input shaft 5 via a middle speed clutch C2. The high-speed gear train G3 includes a gear 19 and a driven gear 20 that is connected to the output shaft 6 via a switching clutch Cs and meshes with the gear 19, and the high-speed gear train G3 includes a drive gear 21 fixed to the input shaft 5. High speed clutch C3 on output shaft 6
, and the driven gear 22 connected via the reverse gear train Gγ.
A driven gear 24 is connected to the output shaft 6 via the switching clutches C and s, and an idle gear 25 meshes with both gears 23 and 24. The switching clutch Cs is connected to the driven gear 20.
, 24, and by shifting the selector sleeve 26 of the clutch Cs to the forward position on the left or the reverse position on the right in the figure, the driven gear 20.
can be selectively linked to.
而して、セレクタスリーブ２６が図′示のように前進位
置に保持されているとき、低速段クラッチＣＩのみを接
続すれば、駆動歯車１１が入力軸５に連結されて低速段
歯車列Ｇ、が確立し、この歯車列Ｇ、を介して入力軸５
から出力軸６にトルクが伝達される。次に、俳速段クラ
ッチＣ１の接続状態のままで、中速段クラッチＣ２を接
続すれば、駆動歯車１９が入力軸５に連結されて中速段
歯車列Ｇ２が確立し、この歯車列Ｇ２を介して入力軸５
から出力軸６にトルクが伝達される。この間、低、中速
段歯車列Ｇ１ 、Ｇ、の変速比の差により、低速段歯車
列Ｇ、の被動歯車１８に比べ出力軸６の方が大きい速度
で回転するので、一方向クラッチＣ’ ｏは空転して低
速段歯車列Ｇ１を実質上体止させる。また、低速段クラ
ッチＣ′１の接続状態に４・ｊいて、中速段クラッチＣ
２を遮断すると共に高速段クラッチＣ３を接続すれば、
被動歯車２２が出力軸６に連結されて高速段歯車列Ｇ３
が確立し、この歯車列Ｇ３を介して入力軸５から出力軸
６にトルクが伝達される。この場合も、中速段歯車列Ｇ
２の確立時と同様に一方向りラッチＣＯは空転して低速
段歯車列Ｇ、を休止させる。次に、セレクタスリーブ２
６を右方の後進位置に切換え、中速段クラッチＣ２のみ
を接続すれば、跳動歯車２３が入力軸５に、被動歯車２
４が出力軸６にそれぞれ連結されて後進歯車列Ｇγが確
立し、この歯車列Ｇτを介して入力軸５から出力軸６に
トルクが伝達される。When the selector sleeve 26 is held in the forward position as shown in the figure, if only the low gear clutch CI is connected, the drive gear 11 is connected to the input shaft 5 and the low gear train G, is established, and the input shaft 5 is connected via this gear train G.
Torque is transmitted from the output shaft 6 to the output shaft 6. Next, if the intermediate gear clutch C2 is connected while the high gear clutch C1 is still connected, the drive gear 19 is connected to the input shaft 5 and the intermediate gear train G2 is established. Input shaft 5 through
Torque is transmitted from the output shaft 6 to the output shaft 6. During this time, the output shaft 6 rotates at a higher speed than the driven gear 18 of the low-speed gear train G due to the difference in gear ratio between the low- and middle-speed gear trains G1 and G, so the one-way clutch C' o rotates idly and substantially stops the low speed gear train G1. Also, while the low speed clutch C'1 is in the connected state, the middle speed clutch C'1 is in the connected state, and the middle speed clutch C'
2 and connect high-speed clutch C3,
The driven gear 22 is connected to the output shaft 6 to form a high-speed gear train G3.
is established, and torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train G3. In this case as well, the middle speed gear train G
Similarly to the establishment of step 2, the one-way latch CO idles to bring the low-speed gear train G to rest. Next, selector sleeve 2
6 to the right reverse position and connect only the middle speed clutch C2, the jumping gear 23 connects to the input shaft 5 and the driven gear 2
4 are respectively connected to the output shaft 6 to establish a reverse gear train Gγ, and torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train Gτ.
出力軸６に伝達されたトルクは、該軸６の端部に設けた
出力歯車２γから差動装置Ｄｆの大径歯車２８に伝達さ
れる。The torque transmitted to the output shaft 6 is transmitted from the output gear 2γ provided at the end of the shaft 6 to the large diameter gear 28 of the differential device Df.
第２図は、第１図の低、中、高速段クラッチＣＩｙＣ２
ｐ Ｃ３の作動を制御するための油圧回路の一例と、本
発明に基づく直結クラッチＣｄ、の制御装置Ｄｃの一例
とを組合せたものを示す１図において油圧ポンプＰは、
油タンクＲから油を吸い上げて作動油路２ＬＫ圧送する
。この圧油はレギュレータ弁Ｖｒにより所定圧力に調圧
された後、マニュアル弁Ｖｍへ送られる。この油圧をラ
イン圧ｐｌという。Figure 2 shows the low, middle, and high speed clutches CIyC2 in Figure 1.
In FIG. 1 illustrating a combination of an example of a hydraulic circuit for controlling the operation of p C3 and an example of a control device Dc of a direct coupling clutch Cd based on the present invention, the hydraulic pump P is
The oil is sucked up from the oil tank R and sent under pressure to the hydraulic oil path 2LK. After this pressure oil is regulated to a predetermined pressure by a regulator valve Vr, it is sent to a manual valve Vm. This oil pressure is called line pressure pl.
レギュレータ弁Ｖｒは、調圧ばね３０と、その外端を支
承するばね受筒３１とを有し、このばね受筒３１は調圧
ばね３０のセット荷重を加減すべく左右に移動すること
ができる。このばね受筒３１の外側面には、これに前記
ステータ翼車４に作用する反力、即ちステータ反力を加
えるように前記ステータアーム４ｂが当接し、さらにば
ね受筒３１にはステータ反力を支承するステータばね３
２が接続される。したがって、ステータ反力が増大すれ
ばステータばね３２が圧縮されるので、これに伴いばね
受筒３１は左動して調圧ばね３０のセット荷重を増大さ
せ、その結果作動油路２９の油圧は増圧される。The regulator valve Vr has a pressure regulating spring 30 and a spring receiver 31 that supports the outer end of the spring receiver 31, and the spring receiver 31 can move left and right to adjust the set load of the pressure regulating spring 30. . The stator arm 4b is in contact with the outer surface of the spring receiver 31 so as to apply a reaction force acting on the stator wheel 4, that is, a stator reaction force. Stator spring 3 supporting the
2 is connected. Therefore, when the stator reaction force increases, the stator spring 32 is compressed, and accordingly, the spring receiver 31 moves to the left to increase the set load of the pressure regulating spring 30, and as a result, the oil pressure in the hydraulic oil passage 29 decreases. The pressure will be increased.
レギュンーぞ弁Ｖｒにより調圧された圧油の一部は絞り
３３を有する入口油路３４を経てトルクコンバータＴ内
に導かれて、キャビテーションを防止するようＫその内
部を加圧するが、この内圧は、上記絞り３３０大きさや
、トルクコンバータＴの出口油路３５に設けたチェック
弁３６のばね３Ｔの強さ等で決められる。A part of the pressure oil whose pressure is regulated by the regulation valve Vr is guided into the torque converter T through an inlet oil passage 34 having a throttle 33, and pressurizes the inside of the torque converter T to prevent cavitation. , is determined by the size of the aperture 330, the strength of the spring 3T of the check valve 36 provided in the outlet oil passage 35 of the torque converter T, etc.
チェック弁３６を通過した油は図示しないオイルクーラ
を経て油タンクＲに戻る。The oil that has passed through the check valve 36 returns to the oil tank R via an oil cooler (not shown).
油圧ポンプＰより吐出される圧油の余剰分はレギュレー
タ弁Ｖγより潤滑油路３８へ導かれ、各部潤滑部へ送ら
れるが、この際の必要最小限の油圧を確保するために調
圧弁３９が潤滑油路３８に接続される。The excess pressure oil discharged from the hydraulic pump P is guided to the lubricating oil path 38 by the regulator valve Vγ and sent to each lubricating part, but in order to ensure the minimum necessary oil pressure at this time, the pressure regulating valve 39 is It is connected to the lubricating oil path 38.
マニュアル弁Ｖｍへ送られた圧油は、抜弁Ｖｍが図示の
中立位置Ｎにあるときは前記′クラッチＣ１゜Ｃ２、Ｃ
３その他各種油圧作動部のいずれにも送られることがな
い。抜弁Ｖｍが図示の位置から１段左へ移動してドライ
ブ位置りにシフトされると、油圧ポンプＰからの作動油
路２９が、前記低速段クラッチＣ８の油圧シリンダ４０
．に通じる作動油路４１．と前記セレクタスリーブ２６
をシフトするための油圧サーボモータＳｍのばね室４２
に通じる作動油路４３とに連通されるので、低速段クラ
ッチＣ□が作動（接続）されて、前述のように低速段歯
車列Ｇ、が確立すると共に、サーボモータＳｍのピスト
ン４４は図示の左動位置に留まり、シフトフォーク４５
を介して前記セレクタスリーブ２６を第１図の状態の前
進位置に保持するので、後進歯車列Ｇｒは不作動状態に
おかれる。When the release valve Vm is at the neutral position N shown in the figure, the pressure oil sent to the manual valve Vm is supplied to the clutches C1, C2, and C2.
3. It is not sent to any of the other various hydraulic operating parts. When the release valve Vm moves one step to the left from the illustrated position and is shifted to the drive position, the hydraulic oil passage 29 from the hydraulic pump P connects to the hydraulic cylinder 40 of the low speed clutch C8.
．． Hydraulic oil passage 41. and the selector sleeve 26
Spring chamber 42 of hydraulic servo motor Sm for shifting
Since the low speed clutch C□ is operated (connected) and the low speed gear train G is established as described above, the piston 44 of the servo motor Sm is Stays in the left moving position, shift fork 45
Since the selector sleeve 26 is held in the forward position shown in FIG. 1 via the reverse gear train Gr, the reverse gear train Gr is placed in an inoperative state.
サーボモータＳｍのばね室４２に通じる作動油路４３か
らは、車速比例油圧発生装置即ちガノ（す弁Ｖ！Ｉの入
力ポートに連なる入口油路４６が分岐し、抜弁Ｖｆの出
力ポートからは第１信号油路４γ。An inlet oil path 46 that connects to the input port of the vehicle speed proportional hydraulic pressure generator, that is, the valve V!I, branches from the hydraulic oil path 43 that leads to the spring chamber 42 of the servo motor Sm, and an inlet oil path 46 that connects to the input port of the valve V! 1 signal oil path 4γ.
が延出する。is extended.
ガバナ弁Ｖ、！７は公知のもので、差動装置Ｄｆの大径
歯車２８と噛合する歯車４８により自身の回転軸４９回
りに回転される。したがって、その回転速度は車速に比
例するので、ガノ（す弁ｖｇは、そのスプール弁体５０
０ウエイト５１に働く遠心力の作用により車速に比例し
た油圧、即ちガバナ圧ｐｇを第１信号油路４γ１に出力
することができる。Governor valve V! Reference numeral 7 is of a known type, and is rotated around its own rotation axis 49 by a gear 48 meshing with the large-diameter gear 28 of the differential device Df. Therefore, since its rotational speed is proportional to the vehicle speed, the spool valve body 50
Due to the action of the centrifugal force acting on the zero weight 51, a hydraulic pressure proportional to the vehicle speed, that is, a governor pressure pg can be output to the first signal oil path 4γ1.
また、前記作動油路４３からは、スロットル弁Ｖｔの入
力ボートに連なる入口油路５３が分岐し、抜弁Ｖｔの出
力ボートからは第２信号油路４１□が延出する。入口油
路５３の途中には、スロットル弁Ｖｔの入口圧力の上限
値を規定するモジュレータ弁５４が介装される。Further, an inlet oil passage 53 that connects to the input boat of the throttle valve Vt branches from the hydraulic oil passage 43, and a second signal oil passage 41□ extends from the output boat of the removal valve Vt. A modulator valve 54 is interposed in the middle of the inlet oil passage 53 to define an upper limit value of the inlet pressure of the throttle valve Vt.
スｏニア）ル弁Ｖｔは公知のもので、スプール弁体５５
、該弁体５５を左方へ押圧する制御ばね５８、該弁体５
５を右方へ押圧する戻しばね５１、制御ばね５８の外端
を支承する制御ピストン５９、前記エンジンＥの絞弁の
開度増加に連動して回転し制御ピストン５９を左動させ
る制御カム６０、戻しばね５１のセット荷重を調節し得
る調節ボルト６１等を有する。制御ピストン５９が左動
すると、その変位が制御ばね５８を介してスプール弁体
５５を左へ押すが、この左動に伴い第２信号油路４γ２
に出力される油圧がスプール弁体５５を右へ押し戻すよ
うにスプール弁体５５の左肩部５５αに働くので、結局
、スロットル弁ＶｔはエンジンＥの絞弁開度に比例した
油圧、即ちスロットル圧ｐｔを第２信号油路４１□に出
力することができる。The spool valve Vt is a known one, and the spool valve body 55
, a control spring 58 that presses the valve body 55 to the left, and a control spring 58 that presses the valve body 55 to the left.
5 to the right, a control piston 59 that supports the outer end of the control spring 58, and a control cam 60 that rotates in conjunction with an increase in the opening of the throttle valve of the engine E and moves the control piston 59 to the left. , has an adjustment bolt 61 etc. that can adjust the set load of the return spring 51. When the control piston 59 moves to the left, the displacement pushes the spool valve body 55 to the left via the control spring 58, but with this left movement, the second signal oil path 4γ2
Since the hydraulic pressure output from the spool valve body 55 acts on the left shoulder portion 55α of the spool valve body 55 to push the spool valve body 55 back to the right, the throttle valve Vt eventually becomes a hydraulic pressure proportional to the throttle valve opening of the engine E, that is, the throttle pressure pt. can be output to the second signal oil path 41□.
上記第１及び第２信号油路４７．，４γ２は低−中速シ
フト弁Ｖ１及び中−高速シフト弁Ｖ２の各両端パイロッ
ト油圧室６２，６２’；６３，６３’にそれぞれ接続さ
れる。これにより、これらシフト弁Ｖｌ ＋ Ｖ２の
各スプール弁体６４．６５は両端面に前記ガバナ圧Ｐ！
ｌ及びスロットル圧ｐｔを受けて次のように作動される
。The first and second signal oil passages 47. , 4γ2 are connected to pilot hydraulic chambers 62, 62'; 63, 63' at both ends of the low-medium speed shift valve V1 and the medium-high speed shift valve V2, respectively. As a result, each spool valve body 64, 65 of these shift valves Vl + V2 has the governor pressure P! on both end faces.
1 and throttle pressure pt as follows.
即ち、低−中速シフト弁Ｖ１のスプール弁体６４は、当
初はね６６の力で図示の右動位置に留っているが、車速
か上昇してガバナ圧Ｐｙが増加し、このガバナ圧Ｐｇに
よるスプール弁体６４の左動力がスロットル圧ｐｔ及び
ばね６６による該弁体６４の右動力に打勝つと、該弁体
６４の右端部に設けたクリックモーション機構６１にお
いて弁体６４と共に移動するクリックボール６８が固定
の位置決め突起６９を乗り越えて、該弁体６４は左動位
置に急速に切換わり、これまで、油圧ポンプＰからの油
圧が低速段クラッチＣ１の油圧シリンダ４０．にのみ送
られていたのが、作動油路１０゜７１．４１□を通して
中速段クラッチ゛Ｃ２の油圧シリンダ４０２にも送られ
、両クラッチＣ，，（、“２が接続状態になるので、前
述のように中速段歯車列Ｇ２が確立する。That is, the spool valve body 64 of the low-medium speed shift valve V1 initially remains in the rightward movement position shown in the figure due to the force of the spring 66, but as the vehicle speed increases, the governor pressure Py increases, and this governor pressure When the left power of the spool valve body 64 due to Pg overcomes the right power of the valve body 64 due to the throttle pressure pt and the spring 66, the click motion mechanism 61 provided at the right end of the valve body 64 moves together with the valve body 64. The click ball 68 rides over the fixed positioning protrusion 69, and the valve body 64 is rapidly switched to the left movement position, and the hydraulic pressure from the hydraulic pump P is transferred to the hydraulic cylinder 40. of the low gear clutch C1. The oil that was previously sent only to the hydraulic oil path 10°71.41□ is also sent to the hydraulic cylinder 402 of the middle speed clutch C2, and both clutches C,, (, 2 are connected, so the above-mentioned The middle speed gear train G2 is established as follows.
更に車速か上昇してくると、中−高速シフト弁Ｖ２でも
同様な作用が生じ、抜弁Ｖ２のスプール弁体６５は増加
するガバナ圧Ｐｌのために左動して、作動油路４１２
、γ１を油タンクＲに開放する一方、作動油路γ０を、
今度は、高速段クラッチＣ３の油圧シリンダ４０．に通
じる作動油路４１、に連通させるので、中速段クラッチ
Ｃ２が遮断状態、低速段クラ、ツチＣ１及び高速段クラ
ッチＣ３が接続状態となって、前述のように高速段歯車
列Ｇ３が確立する。When the vehicle speed further increases, a similar effect occurs in the medium-high speed shift valve V2, and the spool valve body 65 of the release valve V2 moves to the left due to the increasing governor pressure Pl, and the hydraulic oil passage 412
, γ1 to the oil tank R, while the hydraulic oil path γ0 is opened to the oil tank R.
This time, the hydraulic cylinder 40. of the high speed clutch C3. As a result, the medium speed clutch C2 is in the disconnected state, the low speed clutch C1, and the high speed clutch C3 are in the connected state, and the high speed gear train G3 is established as described above. do.
このときの変速ショックを緩和するためにアキュムレー
タ７２，７３、一方向弁１４及びオリフィスコントロー
ル弁１５等が設けられている。In order to alleviate the shift shock at this time, accumulators 72, 73, one-way valve 14, orifice control valve 15, etc. are provided.
かくして、公知のように、第４図実線で区分けされる変
速マツプを描くことができる。実際には、各シフト弁Ｖ
、、Ｖ２に設けたクリックモーション機構６γのために
シフトアップ時とシフトダウン時とでは異る変速マツプ
となるが、このことは公知であり、且つ本発明上、それ
程大きな意味をもたないので、シフトアップ時のマツプ
のみ表わす。Thus, as is well known, a shift map divided by solid lines in FIG. 4 can be drawn. Actually, each shift valve V
,, Due to the click motion mechanism 6γ provided in the V2, the shift map will be different during upshifting and downshifting, but this is well known and does not have much significance in terms of the present invention. , only the map during upshifting is shown.
マニュアル弁Ｖｍをドライブ位置り以外のシフト位置、
例えば中速段保持位置■または後進位置Ｂｅヘシフトす
るときは、中速段歯車列Ｇ２または後進歯車列Ｇｒがそ
れぞれ確立するが、このことは本発明と特に重要な関わ
りをもたないので、これ以上の説明は省略する。尚、マ
ニュアル弁Ｖｍのシフト位置中、Ｐｋはバー１にグ位置
を示す。Shift the manual valve Vm to a position other than the drive position,
For example, when shifting to the middle gear holding position ■ or the reverse gear position Be, the middle gear train G2 or the reverse gear train Gr is established, respectively, but this has no particularly important relationship with the present invention. The above explanation will be omitted. Incidentally, among the shift positions of the manual valve Vm, Pk indicates the shift position on the bar 1.
以上のような油圧回路は従来公知である。Hydraulic circuits as described above are conventionally known.
さて、本発明の直結クラッチＣｄの制御装置Ｄｃを第２
図により続けて説明すると、そ゛の制御装置Ｄｃはタイ
ミング弁Ｔｖ及びモジュレータ弁Ｍυより構成される。Now, the control device Dc of the direct coupling clutch Cd of the present invention is
Continuing to explain with reference to the figures, the control device Dc is composed of a timing valve Tv and a modulator valve Mυ.
タイミング弁Ｔυは右方の第１切換位置と左方の第２切
換位置との間を移動するスプール弁体８゜と、この弁体
Ｆ！ｏの左端面が臨む第１パイロツト油圧室８１と、弁
体８ｏの右端面が臨む第２パイロツト油圧室８１′と、
弁体８０に設けた絞り８２を介して第１パイロツト油圧
室８１と常時連通する第１人力ボート８３と、第２パイ
ロツト油圧室８１′と常時連通する第２人力ボート８３
′と、出力ポート８４とを有し、弁体８０が右方の第１
切換位置にあるときは第１入力ボート８３を出力ポート
８４に連通し、弁体８０が左方の第２切換位置に移動し
たときは第２人力ボート８３′を出力ポーイ８４に連通
ずるようになっている。第１入力ボート８３には、中速
段クラッチＣ２の作動油路４１２より分岐した油路４１
２′が接続され、また第２人力ボート８３１には高速段
クラッチＣ３の作動油路４１３より分岐した油路４１３
′が接続され、出力ポート８４は出力油路８５を介して
モジュレータ弁Ｍυの後記入力ボート８９に接続される
。The timing valve Tυ has a spool valve element 8° that moves between a first switching position on the right side and a second switching position on the left side, and this valve element F! A first pilot hydraulic chamber 81 facing the left end surface of the valve body 8o, and a second pilot hydraulic chamber 81' facing the right end surface of the valve body 8o.
A first human-powered boat 83 that constantly communicates with the first pilot hydraulic chamber 81 via a throttle 82 provided in the valve body 80, and a second human-powered boat 83 that constantly communicates with the second pilot hydraulic chamber 81'.
', and an output port 84, and the valve body 80 is located at the first port on the right side.
When in the switching position, the first input boat 83 is communicated with the output port 84, and when the valve body 80 moves to the second switching position on the left, the second manual boat 83' is communicated with the output port 84. It has become. The first input boat 83 has an oil passage 41 branched from the hydraulic oil passage 412 of the middle speed clutch C2.
2' is connected to the second human-powered boat 831, and an oil passage 413 branched from the hydraulic oil passage 413 of the high-speed clutch C3 is connected to the second human-powered boat 831.
' is connected, and the output port 84 is connected to the downstream input boat 89 of the modulator valve Mυ via the output oil passage 85.
モジュレータ弁Ｍｖは、右方の閉じ位置と左方の開き位
置との間を移動するスプール弁体８６と、この弁体８６
を開き位置に向って押圧するばね８γと、弁体８６の左
端面が臨む第１パイロツト油圧室８Ｂと、弁体８６の右
端面が臨む第２パイロツト油圧室８８′と、人、出力ポ
ート８９．９０とを有し、出力ポート９０は出力油路９
１を介して直結クラッチＣｄの油圧シリンダ１４に接続
される。The modulator valve Mv includes a spool valve body 86 that moves between a closed position on the right and an open position on the left;
the first pilot hydraulic chamber 8B facing the left end surface of the valve body 86, the second pilot hydraulic chamber 88' facing the right end surface of the valve body 86, and the output port 89. .90, and the output port 90 is the output oil path 9
1 to the hydraulic cylinder 14 of the direct coupling clutch Cd.
また第１パイロツト油圧室８８は弁体８６に設けた絞り
９２を介して常時入力ボート８９と連通し、第２パイロ
ツト油圧室８８′には前記第１信号油路４７、より分岐
した信号油路４１１′が接続され、この油路４１１′の
途中に絞り９３が設けられる。The first pilot hydraulic chamber 88 is always in communication with the input boat 89 via a throttle 92 provided in the valve body 86, and the second pilot hydraulic chamber 88' is connected to the first signal oil passage 47 and a signal oil passage branched from the first signal oil passage 47. 411' is connected, and a throttle 93 is provided in the middle of this oil passage 411'.
さらに第２パイロツト油圧室８８′には絞り９４を介し
て、油タンクＲに連なる排出油路９５が接続され、上記
絞り９４を開閉するための弁装置としての電磁弁９６が
モジュレータ弁Ｍυに隣接して設置される。電磁弁９６
は絞り９４を開閉する針弁９Ｔと、この針弁９γを閉じ
側に付勢する弁ばね９８と、針弁９１を囲繞するソレノ
イド９９とよりなり、ソレノイド９９はアイドル位置検
知スイッチ１００を介して電源１０１に接続される。Further, a discharge oil passage 95 connected to the oil tank R is connected to the second pilot hydraulic chamber 88' via a throttle 94, and a solenoid valve 96 as a valve device for opening and closing the throttle 94 is adjacent to the modulator valve Mυ. will be installed. Solenoid valve 96
consists of a needle valve 9T that opens and closes the throttle 94, a valve spring 98 that biases the needle valve 9γ toward the closing side, and a solenoid 99 that surrounds the needle valve 91. It is connected to a power source 101.
アイドル位置検知スイッチ１００は、エンジンＥの絞弁
を開閉操作するアクセルペダル１０２に連動していて、
絞弁がアイドル開度領域に戻されたとき閉じるようにな
っている。尚、排出油路９５の絞り９４は信号油路４γ
、′の絞り９３より小さい開度に設定される。The idle position detection switch 100 is linked to an accelerator pedal 102 that opens and closes the throttle valve of the engine E.
It is designed to close when the throttle valve is returned to the idle opening range. Note that the throttle 94 of the discharge oil passage 95 is connected to the signal oil passage 4γ.
, ' is set to a smaller opening than the aperture 93 of '.
次に上記制御装置Ｄｃの作用を説明する。Next, the operation of the control device Dc will be explained.
先ず、低速段歯車列Ｇ１の確立によって車両が走行して
いる場合を考えると、この場合は低速段クラッチＣＩが
作動しているから、中、高速段クラッチＣ２ｐＣ３の作
動油路４１２’、４１３は油タンクＲに連通しており、
したがってタイミング弁Ｔｖの第１．第２人力ボート８
３ 、８３’及び出力ボート８４、並びにモジュレータ
弁Ｍｖの第１パイロット油圧室８Ｂも油タンクＲに連通
し、モジュレータ弁Ｍｖの弁体８６は、ばね８１の弾発
力と第２パイロツト油圧室８８′に信号油路４７１′を
通して導入されるガバナ圧Ｐダによる押圧力とによって
、図示の開弁位置に保持されるので、直結クラッチＣｃ
ｌの油圧シリンダ１４内は大気圧となっている。First, considering the case where the vehicle is running due to the establishment of the low gear train G1, in this case the low gear clutch CI is operating, so the hydraulic oil passages 412' and 413 of the middle and high gear clutches C2pC3 are It communicates with oil tank R.
Therefore, the first timing valve Tv. 2nd human powered boat 8
3, 83', the output boat 84, and the first pilot hydraulic chamber 8B of the modulator valve Mv are also communicated with the oil tank R, and the valve body 86 of the modulator valve Mv is connected to the elastic force of the spring 81 and the second pilot hydraulic chamber 88. The direct coupling clutch Cc
The inside of the hydraulic cylinder 14 is at atmospheric pressure.
一方、トルクコンバータＴの内部には絞り３３を介して
ライン圧ｐｔの一部が導入されているから、直結クラッ
チＣｄのピストン１３はトルクコンバータＴの内圧によ
り左動して該グラツチＣｄを解除状態にしている。On the other hand, since a part of the line pressure pt is introduced into the torque converter T through the throttle 33, the piston 13 of the direct coupling clutch Cd is moved to the left by the internal pressure of the torque converter T to release the clutch Cd. I have to.
この状態から車速か上昇し、中速段歯車列Ｇ２を確立す
べく中速段クラッチＣ２が作動油路４１２から作動油圧
を供給されて作動すると、その油圧は同時に油路４１２
′及び第１入力ボート８３を経てタイミング弁Ｔυの第
１パイロツト油圧室８１に導入され、その導入油圧によ
り弁体８０が右方の第１切換位置へ移行するので第１人
力ボート８３の油圧は出力ポート８４を通り、更に出力
油路８５から開弁状態のモジュレータ弁ＭｖＯ人、出カ
ポ−）８９．９０を通り、そして出力油路９１を経て直
結クラッチＣｄの油圧シリンダ１４に導入される。When the vehicle speed increases from this state and the middle gear clutch C2 is operated by being supplied with hydraulic pressure from the hydraulic oil passage 412 in order to establish the middle gear train G2, the oil pressure is simultaneously applied to the oil passage 412.
' and the first input boat 83 to the first pilot hydraulic chamber 81 of the timing valve Tυ, and the introduced hydraulic pressure moves the valve body 80 to the first switching position on the right, so that the hydraulic pressure of the first human-powered boat 83 is It passes through the output port 84, then through the open modulator valve MvO (output capo) 89,90 from the output oil path 85, and is introduced into the hydraulic cylinder 14 of the direct coupling clutch Cd via the output oil path 91.
これと同時にモジュレータ弁ｙυでは入力ボートＢ９の
油圧が絞り９２を介して第１パイロツト油圧室８８にも
作用し、その油圧が弁体８６に右動力を与え、その右動
力が、ばね８１と第２パイロツト油圧室８８′に導入さ
れるガバナ圧Ｐｇとの弁体８６に対する左動力に打勝つ
と、弁体８６は出力ポート９０を閉じるように右動し、
またそれ車速に比例したガバナ圧Ｐｙから１定レベルに
嵩上げされたモジュレータ圧７３ｍ（第３図参照）に制
御され、この嵩上げレベルはばね８７の七ット荷重によ
り決定される。At the same time, in the modulator valve yυ, the hydraulic pressure of the input boat B9 also acts on the first pilot hydraulic chamber 88 via the throttle 92, and the hydraulic pressure applies right power to the valve body 86, and the right power is applied to the spring 81 and the first pilot hydraulic chamber 88. When the governor pressure Pg introduced into the two-pilot hydraulic chamber 88' overcomes the left force against the valve body 86, the valve body 86 moves to the right to close the output port 90.
Further, the governor pressure Py, which is proportional to the vehicle speed, is controlled to a modulator pressure of 73 m (see FIG. 3), which is raised to a constant level, and this raised level is determined by the 7-ton load of the spring 87.
したがって、第３図において、車速Ｖ、以下ではトルク
コンバータＴの内圧に対してモジュレータ圧ｐｍが低い
ため、直結クラッチＣｄは油圧シリンダ１４にモジュレ
ータ圧ｐ ｍを導入されても作動（接続）するＫは至ら
ず、ドルクコ、ンバータＴのトルク増幅機能を何等損わ
ない。このことがら、例えば第２図において、マニュア
／ｌ／ 弁Ｖ ｍ カ後進位置Ｒｅや中速段保持位置Ｉ
ＮＫ、セ′ットされていて中速段クラッチＣ２が最初か
ら作動（接続）状態になっている場合でも、トルクコン
バータＴが通常通り作動して発進を可能にすることが理
解できよう。Therefore, in FIG. 3, when the vehicle speed is V or lower, the modulator pressure pm is lower than the internal pressure of the torque converter T, so the direct coupling clutch Cd operates (connects) even if the modulator pressure pm is introduced into the hydraulic cylinder 14. However, the torque amplification function of Dorkuco and Converter T is not impaired in any way. For example, in FIG. 2, the manual /l/valve V
It will be understood that even if NK is set and the middle speed clutch C2 is activated (connected) from the beginning, the torque converter T operates normally to enable starting.
また、第３図において、車速Ｖがυ１≦υ≦ｖ２の領域
にあるときは、車速の上昇と共に連続的にモジュレータ
圧ｐｍが高まって直結クラッチＣｄの結合力が漸次強め
られ、これにより第４図に砂地部で示した直結ｊラッチ
Ｃｄの弱接続領域が得られる。したがって、この領域で
はエンジンＥの出力トルクが直結クラッチＣｄの結合力
を超えて増大すると、直結クラッチＣｄに滑りが生じ、
直結クラッチＣｄの結合力に相当する分のトルクは該ク
ラッチＣｒｔを含む機械伝動系を経由し、また直結クラ
ッチＣｄの結合力を上回った分のトルクはトルクコンバ
ータＴ内の流体を含む流体伝動系を経由してトルク増幅
作用にあずかるので、結局、一定車速においては、エン
シイの出力トルクの増大に伴い流体伝動系のトルク分担
率が増加する可変率の動力分割運転が行われる。In addition, in FIG. 3, when the vehicle speed V is in the region of υ1≦υ≦v2, the modulator pressure pm increases continuously as the vehicle speed increases, and the coupling force of the direct coupling clutch Cd is gradually strengthened. A weak connection area of the direct connection j latch Cd is obtained, which is shown as a sandy area in the figure. Therefore, in this region, when the output torque of the engine E increases beyond the coupling force of the direct coupling clutch Cd, slipping occurs in the direct coupling clutch Cd.
The torque corresponding to the coupling force of the direct coupling clutch Cd is passed through the mechanical transmission system including the clutch Crt, and the torque exceeding the coupling force of the direct coupling clutch Cd is transmitted to the fluid transmission system containing the fluid in the torque converter T. As a result, at a constant vehicle speed, a variable rate power split operation is performed in which the torque sharing ratio of the fluid transmission system increases as the output torque of the engine increases.
車速Ｖがυ（ｖ、の高速領域に入ると、モジュレータ弁
Ｍυの第２パイロツト油圧室８８’に導入されるガバナ
圧Ｐｇが充分に上昇して弁体８６を全開状態とするので
、モジュレータ圧ｐｍは中速段クラッチＣ２の作動油圧
、即ちライン圧ｐｔまで高められ、直結クラッチＣｄの
結合力を最大に増強し、これにより第４図に斜線で示し
た直結クラッチＣｄの強接続領域が得られる。したがっ
て、この領域では直結クラッチＣｄは滑りを起こさず、
エンジンＥの全出力トルクを効率良く伝達することがで
きる。When the vehicle speed V enters the high speed region of υ(v), the governor pressure Pg introduced into the second pilot hydraulic chamber 88' of the modulator valve Mυ rises sufficiently to fully open the valve body 86, so that the modulator pressure increases. pm is increased to the working oil pressure of the middle speed clutch C2, that is, the line pressure pt, and the coupling force of the direct coupling clutch Cd is increased to the maximum, thereby achieving the strong connection region of the direct coupling clutch Cd shown with diagonal lines in FIG. Therefore, in this region, the direct coupling clutch Cd does not slip;
The full output torque of engine E can be efficiently transmitted.
この状態から車速か上昇し、高速段歯車列Ｇ３を確立す
べく、中速段クラッチＣ２の作動油圧を油タンクＨに解
放し、代わって高速′段りラッチＣ３が作動油路４１３
から作動油圧を受けて作動すると、つまりシフトアップ
が行われると、上記油圧は同時に油路４１．！及び第２
人力ポート８３′を経てタイミング弁Ｔυの第２パイロ
ツト油圧室８１′に導入され、その導入油圧により弁体
８０は左方の第２切換位置へ移行するが、絞り８２の遅
延作用によりこの弁体８０の切換動作は緩徐に制御され
、弁体８０には一定の切換時間が与えられる。From this state, the vehicle speed increases, and in order to establish the high-speed gear train G3, the hydraulic pressure of the middle-speed clutch C2 is released to the oil tank H, and the high-speed gear latch C3 is activated in the hydraulic oil passage 413 instead.
When the oil pressure is received from the oil passage 41. ! and second
The hydraulic pressure is introduced into the second pilot hydraulic chamber 81' of the timing valve Tυ through the manual port 83', and the introduced hydraulic pressure moves the valve body 80 to the second switching position on the left. The switching operation of 80 is controlled slowly, and the valve body 80 is given a constant switching time.
仁の間に直結クラッチＣｄの作動油圧は既に油タンクＲ
に連通された油路４１２′を介して一旦解放されるので
、直結クラッチｃｄの作動は一時解除され、変速ショッ
クの発生が防止される。The working oil pressure of the direct clutch Cd is already in the oil tank R.
Since the direct coupling clutch CD is temporarily released via the oil passage 412' communicating with the direct coupling clutch CD, the operation of the direct coupling clutch CD is temporarily released, and the occurrence of a shift shock is prevented.
タイミング弁Ｔυの弁体８０が左方の第１切換位置まで
移行すると、今度は第２人力ポート８３’の油圧が先刻
の中速段歯車列Ｇ２の確立時と同様にモジュレータ弁Ｍ
ｖを介して直結クラッチＣｄ。When the valve element 80 of the timing valve Tυ moves to the first switching position on the left side, the hydraulic pressure of the second manual port 83' is applied to the modulator valve M in the same way as when the middle speed gear train G2 was established earlier.
Direct coupling clutch Cd via v.
の油圧シリンダ１４に供給され、その油圧も先刻と同様
にモジュレータ弁Ｍｔｔによって制御される。The hydraulic pressure is also controlled by the modulator valve Mtt as before.
また、このような作用は高速段歯車列Ｇ３から中速段歯
車列Ｇ２に作動が切換わるシフトダウン時でも同様に行
われる。Further, such an action is similarly performed during downshifting when the operation is switched from the high speed gear train G3 to the middle speed gear train G2.
次に、車両を減速すべ（アクセルペダル１０２から操作
力を解除すると、アイドル位置検知スイッチ１００が閉
じられて＼旭ソレノイド９９を励磁し、針弁９１を開放
するので、モジュレータ弁−Ｍυの第２パイロツト油圧
室８８′内の圧油は絞り９４を通して排出油路９５へ流
出する。一方、第２パイロツト油圧室８８′には絞り９
３を通して信号油路４Ｔ１′から圧油が供給されるが、
両絞り９３゜９４０大きさの前述のような違いにより第
２パイロツト油圧室８８′に供給される油量よりも排出
油路９５へ排出される油量の方が多いので、結局、第２
パイロツト油圧室８８′の圧力は略大気圧となる。した
がって、モジュレータ弁Ｍυは第３図に一点鎖線で示す
低圧のモジュレータ圧ｐｍを出力し、且つこのときの圧
力は、意想で示すトルクコンバータＴの内圧より低いの
で、直結クラッチＣｄはピストン１３を後退させられ、
解除状態とされる。−第４図で絞弁開度のアイドル領域
が白く抜かれているのはこのためである。かくして、車
両の減速運転に伴い生じる逆負荷は、直結クラッチＣｄ
のロー２１５の空転作用に頼ることなく、トルクコンバ
ータＴを介してエンジンＥへ流体力学的に伝達されるか
ら、騒音や振動が軽減される。Next, when the vehicle is decelerated (when the operating force is released from the accelerator pedal 102, the idle position detection switch 100 is closed, the Asahi solenoid 99 is energized, and the needle valve 91 is opened. The pressure oil in the pilot hydraulic chamber 88' flows out to the discharge oil passage 95 through the throttle 94. On the other hand, the pressure oil in the second pilot hydraulic chamber 88' flows through the throttle 94.
Pressure oil is supplied from signal oil passage 4T1' through 3,
Due to the above-mentioned difference in the size of the two orifices 93°940, the amount of oil discharged to the discharge oil passage 95 is greater than the amount of oil supplied to the second pilot hydraulic chamber 88'.
The pressure in the pilot hydraulic chamber 88' is approximately atmospheric pressure. Therefore, the modulator valve Mυ outputs the low modulator pressure pm shown by the dashed line in FIG. made to do,
It is considered to be in a released state. - This is why the idle region of the throttle valve opening is highlighted in white in Fig. 4. Thus, the reverse load that occurs as the vehicle decelerates is applied to the direct coupling clutch Cd.
Since the torque is transmitted to the engine E via the torque converter T hydrodynamically without relying on the idling action of the row 215, noise and vibration are reduced.
第５図は本発明の別の実施例を示し、それは絞弁開度の
アイドル領域でモジュレータ弁Ｍ ｖの第２パイロツト
油圧室８８／から油圧を解放する手段として、アクセル
ペダル１０２と連動するスロットル弁ＶｔまたはＶ ｔ
／を利用したものである。即ち、スロットル弁Ｖｔまた
はＶ、ｔｌに、これが図示のアイドル位置に戻されたと
き開かれる弁装置としての開閉弁１０３を設け、モジュ
レータ弁Ｍυの第２パイロツト油圧室８８′に連なる信
号油路４１１′から分岐した排出油路９５に上記開閉弁
１０３を介入させ、排出油路９５の分岐部より上流の信
号油路４１１１に絞り９３を設けると共に、この絞り９
３よりも開度の大きい絞り９４を排出油路９５に設けた
ものであり、その他の構成は前実施例と同様であり、第
５図中、前実施例と同じように機能するものには同一符
号を付した。尚、排出油路９５の絞り９４は省略するこ
ともできる。FIG. 5 shows another embodiment of the present invention, in which a throttle operated in conjunction with an accelerator pedal 102 is used as a means for releasing hydraulic pressure from the second pilot hydraulic chamber 88/ of the modulator valve Mv in the idle region of the throttle valve opening. Valve Vt or Vt
/ is used. That is, the throttle valve Vt, V, tl is provided with an on-off valve 103 as a valve device that is opened when it is returned to the illustrated idle position, and a signal oil passage 411 is connected to the second pilot hydraulic chamber 88' of the modulator valve Mυ. The on-off valve 103 is interposed in the discharge oil passage 95 branched from the discharge oil passage 95, and a throttle 93 is provided in the signal oil passage 4111 upstream from the branch part of the discharge oil passage 95.
A throttle 94 with a larger opening than 3 is provided in the discharge oil passage 95, and the other configurations are the same as in the previous embodiment. The same symbols are given. Note that the throttle 94 of the discharge oil path 95 can also be omitted.
而して、スロットル弁ＶｔまたはＶ ｔ’がアイドル位
置に戻されれば開閉弁１０３が開かれるので、モジュレ
ータ弁Ａｉυの第２パイロツト油圧室８８′の圧油は排
出油路９５へ排出され、したがって前実施例と同様にモ
ジュレータ弁Ｍυの出方油圧は低下し、直結クラッチＣ
ｄは解除状態となる。When the throttle valve Vt or Vt' is returned to the idle position, the on-off valve 103 is opened, and the pressure oil in the second pilot hydraulic chamber 88' of the modulator valve Aiυ is discharged to the discharge oil passage 95. Therefore, as in the previous embodiment, the output oil pressure of the modulator valve Mυ decreases, and the direct coupling clutch C
d becomes a released state.
以上二つの実施例では、中、高速段゛の両歯車列Ｇ２
、Ｇ３の確立に跨がって直結クラッチＣｄを作動させる
ようにしたが、高速段歯車列Ｇ３の確立時のみそれを作
動させる場合には、タイミング弁Ｔｖを廃止し、モジュ
レータ弁Ｍυの入力ポート８９に、高速段クラッチＣ３
の作動油路４１゜を接続すればよい。In the above two embodiments, both gear trains G2 of medium and high speed stages are
, the direct coupling clutch Cd is operated across the establishment of G3, but if it is to be operated only when the high speed gear train G3 is established, the timing valve Tv is abolished and the input port of the modulator valve Mυ is operated. 89, high speed clutch C3
It is only necessary to connect the hydraulic oil passage 41° of .
以上のように本発明によれば、１本のモジュレータ弁に
よって、車速の変化に応じて直結クラッチの結合力を制
御することと、エンジン絞弁のアイドル状態で直結クラ
ッチを解除することの二様の直結制御を行うことができ
、その結実装置を著しく簡素化できるのみならず、弁か
らの圧油の漏洩損失を少なく抑えることができる等の効
果を有する。As described above, according to the present invention, one modulator valve can be used to control the coupling force of the direct coupling clutch according to changes in vehicle speed, and to release the direct coupling clutch when the engine throttle valve is in an idling state. Direct control can be performed, and not only can the fruiting device be significantly simplified, but also the leakage loss of pressure oil from the valve can be reduced.
第１図は本発明を適用する車両用自動変速機の概要図、
第２図は本発明制御装置を含む、上記自動変速機の油圧
制御回路図、第２Ａ図は第２図の直結クラッチの要部展
開図、第３図は直結クラッチの作動油圧特性線図、第４
図は篤楠繁へＸ文■１゛・・クランク軸、２・・・ポン
プ翼車、３・・・タービン翼車、５・・・入力軸、６・
・・出力軸、１４・・・油圧シリンダ、８０・・・弁体
、８γ・・・ばね、８８・・・第１パイロツト油圧室、
８８′・・・第２パイロツト油圧室、８９・・・入力ポ
ート、９０・・・出力ボート、９１・・・出力油路、９
３・・・絞り、９６・・・弁装置としての電磁弁、１０
０・・・アイドル位置検知スイッチ、１０２・・・アク
セルペダル、１０３・・・弁装置としての開閉弁
Ｃ１、Ｃ，、Ｃ３・・・低、中、高速段クラッチ、ｃｄ
・・・直結クラッチ、Ｄｃ・・・制御装置、Ｅ・・・エ
ンジン、Ｇ□ 、Ｇ２ 、Ｇ３・・・低、中、高速段歯
車列、Ｍ・・・補助変速機、Ａ１υ・・・モジュレータ
弁、Ｐ・・・油圧源としての油圧ポンプ、Ｒ・・・油タ
ンク、Ｖ９・・・車速比例油圧発生装置としてのガバナ
弁、Ｗ 、 Ｆ’・・・駆動車輪
特許出願人 本田技研工業株式会社
第１図FIG. 1 is a schematic diagram of a vehicle automatic transmission to which the present invention is applied;
FIG. 2 is a hydraulic control circuit diagram of the automatic transmission including the control device of the present invention, FIG. 2A is an exploded view of the main parts of the direct coupling clutch shown in FIG. 2, and FIG. 3 is a hydraulic pressure characteristic diagram of the direct coupling clutch. Fourth
The diagram is written by Shigeru Atsukusu ■1... Crankshaft, 2... Pump wheel, 3... Turbine wheel, 5... Input shaft, 6...
... Output shaft, 14... Hydraulic cylinder, 80... Valve body, 8γ... Spring, 88... First pilot hydraulic chamber,
88'... Second pilot hydraulic chamber, 89... Input port, 90... Output boat, 91... Output oil path, 9
3... Throttle, 96... Solenoid valve as a valve device, 10
0...Idle position detection switch, 102...Accelerator pedal, 103...Opening/closing valve C1, C,, C3...Low, middle, high speed stage clutch, cd
...Direct clutch, Dc...Control device, E...Engine, G□, G2, G3...Low, middle, high speed gear train, M...Auxiliary transmission, A1υ...Modulator Valve, P...Hydraulic pump as a hydraulic power source, R...Oil tank, V9...Governor valve as a vehicle speed proportional hydraulic generator, W, F'...Drive wheel patent applicant Honda Motor Co., Ltd. Company diagram 1
Claims (1)
部材を有する流体式トルクコンバータと、１段または複
数段の歯車列を有し、それを介して前記出力部材のトル
クを駆動車輪に伝達する補助変速機とを備えた自動変速
機において、前記入。 出力部材間に設けられ、これら両部材を機械的に結合す
るよう作動し得る、滑り特性な゛もった油圧式直結クラ
ッチと、この直結クラッチの油圧シリンダと油圧源とを
結ぶ油路に介装されたモジュレータ弁とよりなり、この
モジュレータ弁は前記油路を開閉する弁体と、この弁体
な開弁方向に付勢するばねと、該モジュレータ弁の入力
ボート側から前記弁体を閉弁方向に付勢するパイロット
油圧を導入する第１パイロツト油圧室と、前記弁体を開
弁方向に付勢するパイロット油圧を導入１する第２パイ
ロツト油圧室とより構成され、前記第２パイロツト油圧
室に、車速に比例して変化する油圧を出力する車速比例
油圧発生装置の出力側を絞りを介して接続し、さらにエ
ンジン絞弁のアイドル状態を検知して該第２パイロツト
油圧室を大気に開放する弁装置を接続した、車両用自動
変速機におけるトルクコンバータの直結制御装置。[Scope of Claims] A hydraulic torque converter having an input member including a pump impeller and an output member including a turbine impeller, and a gear train of one or more stages, through which the torque of the output member is transmitted. In an automatic transmission equipped with an auxiliary transmission that transmits the information to the driving wheels, A hydraulic direct-coupled clutch with a slipping characteristic that is provided between the output members and can be operated to mechanically connect these two components, and an oil passage that connects the hydraulic cylinder of this direct-coupling clutch and a hydraulic power source. This modulator valve consists of a valve body that opens and closes the oil passage, a spring that biases the valve body in the valve opening direction, and a spring that biases the valve body in the valve opening direction from the input boat side of the modulator valve. The second pilot hydraulic chamber is composed of a first pilot hydraulic chamber that introduces pilot hydraulic pressure that biases the valve body in the opening direction, and a second pilot hydraulic chamber that introduces pilot hydraulic pressure that biases the valve body in the valve opening direction. The output side of a vehicle speed proportional hydraulic pressure generator that outputs hydraulic pressure that changes in proportion to the vehicle speed is connected to the engine through a throttle, and the second pilot hydraulic chamber is opened to the atmosphere by detecting the idle state of the engine throttle valve. A direct control device for a torque converter in a vehicle automatic transmission, which is connected to a valve device that operates.
Priority Applications (8)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19850482A JPS5989862A (en) | 1982-11-12 | 1982-11-12 | Device for controlling direct coupling of torque converter in vehicle automatic transmission |
| GB8329947A GB2132710B (en) | 1982-11-12 | 1983-11-10 | Torque converter lock-up clutch control |
| FR838317909A FR2550140B1 (en) | 1982-11-12 | 1983-11-10 | DEVICE FOR CONTROLLING THE LOCKING OF A TORQUE CONVERTER FOR AUTOMATIC TRANSMISSION OF MOTOR VEHICLE |
| US06/551,739 US4589537A (en) | 1982-11-12 | 1983-11-14 | Lock-up control device for torque converter in automatic transmission for vehicle |
| DE19833341160 DE3341160A1 (en) | 1982-11-12 | 1983-11-14 | LOCK CONTROL DEVICE FOR A TORQUE CONVERTER IN A VEHICLE AUTOMATIC TRANSMISSION |
| GB8529288A GB2166504B (en) | 1982-11-12 | 1985-11-28 | Lock-up control device for torque converter in automatic transmission for vehicle |
| GB8529289A GB2166818B (en) | 1982-11-12 | 1985-11-28 | Lock-up control device for torque converter in automatic transmission for vehicle |
| US06/839,259 US4693347A (en) | 1982-11-12 | 1986-03-13 | Lock-up control device for torque converter in automatic transmission for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19850482A JPS5989862A (en) | 1982-11-12 | 1982-11-12 | Device for controlling direct coupling of torque converter in vehicle automatic transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5989862A true JPS5989862A (en) | 1984-05-24 |
| JPS6148023B2 JPS6148023B2 (en) | 1986-10-22 |
Family
ID=16392229
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP19850482A Granted JPS5989862A (en) | 1982-11-12 | 1982-11-12 | Device for controlling direct coupling of torque converter in vehicle automatic transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5989862A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63147513A (en) * | 1986-12-11 | 1988-06-20 | Matsushita Electric Ind Co Ltd | Air cleaner |
-
1982
- 1982-11-12 JP JP19850482A patent/JPS5989862A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6148023B2 (en) | 1986-10-22 |
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