JPS6149534B2 - - Google Patents
Info
- Publication number
- JPS6149534B2 JPS6149534B2 JP22621583A JP22621583A JPS6149534B2 JP S6149534 B2 JPS6149534 B2 JP S6149534B2 JP 22621583 A JP22621583 A JP 22621583A JP 22621583 A JP22621583 A JP 22621583A JP S6149534 B2 JPS6149534 B2 JP S6149534B2
- Authority
- JP
- Japan
- Prior art keywords
- torque converter
- pressure
- gear
- oil passage
- clutch
- 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
Links
- 230000008878 coupling Effects 0.000 claims description 23
- 238000010168 coupling process Methods 0.000 claims description 23
- 238000005859 coupling reaction Methods 0.000 claims description 23
- 230000005540 biological transmission Effects 0.000 claims description 14
- 230000007246 mechanism Effects 0.000 claims description 11
- 239000003921 oil Substances 0.000 description 91
- 239000010720 hydraulic oil Substances 0.000 description 5
- 230000035939 shock Effects 0.000 description 5
- 230000008859 change Effects 0.000 description 4
- 230000004043 responsiveness Effects 0.000 description 4
- 230000006866 deterioration Effects 0.000 description 3
- 230000007423 decrease Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 230000002093 peripheral effect Effects 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 241001417494 Sciaenidae Species 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 230000003321 amplification Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000008094 contradictory effect Effects 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 238000003199 nucleic acid amplification method Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
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
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Fluid Gearings (AREA)
Description
【発明の詳細な説明】
本発明は、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に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a direct control device for a torque converter in a vehicle automatic transmission.
流体式トルクコンバータを備える車両用自動変
速機にあつては、該トルクコンバータのトルク増
幅機能を殆ど期待しなくなつた段階で、トルクコ
ンバータの入、出力部材間を機械的に直結、いわ
ゆるロツクアツプを行なうことは燃料経済性、動
力性能および静粛性の観点から好ましいことであ
り、このロツクアツプは最高速段のみならず低速
段においても行なわれることが望ましい。ところ
が、各変速段間の変速に際して、ロツクアツプ状
態を充分に解除しないと、変速シヨツクが悪化し
てしまう問題がある。 In the case of automatic transmissions for vehicles equipped with a hydraulic torque converter, when the torque amplification function of the torque converter is no longer expected, it is necessary to mechanically directly connect the input and output members of the torque converter, so-called lock-up. This is preferable from the viewpoints of fuel economy, power performance, and quietness, and it is desirable that this lock-up be performed not only in the highest gear but also in the lower gear. However, if the lock-up state is not sufficiently released when shifting between each gear stage, there is a problem that the shift shock will deteriorate.
ところで、変速およびロツクアツプの制御を電
子的に行うものにあつては、変速動作に先立つて
ロツクアツプ状態を解除し、変速指令が出た後
「一定時間」経過してから、再度ロツクアツプを
行なうことが可能であり、解除時間を充分に確保
できるので、上述のような変速シヨツク悪化の問
題は生じない。しかし、その反面コストも高くか
つシステムも複雑となる。 By the way, in the case of electronic gear shifting and lock-up control, it is possible to release the lock-up state prior to the gear shifting operation and perform lock-up again after a ``certain period of time'' has elapsed after the gear shifting command is issued. Since this is possible and sufficient release time can be secured, the problem of deterioration of the gear shift shock as described above does not occur. However, on the other hand, the cost is high and the system is complicated.
これに対し、変速およびロツクアツプの制御を
油圧で行なうものにあつては、システムが極めて
簡単でかつコストも安いが、変速動作を前もつて
検知する手法が未だ確立されていない。そのた
め、変速動作と同時にロツクアツプの解除が行な
われることになり、極めて短い変速動作時間内に
ロツクアツプの解除および再ロツクアツプが行な
われねばならない。かかる短時間内にロツクアツ
プの解除を行なうためには、直結機構の係合力
を、トルクコンバータの内圧と作動圧との差圧の
関数で定まるようにしておいて、前記内圧が解除
側に常時作用するように構成すると、変速動作時
に作動圧を減じるのみで応答性良くロツクアツプ
を解除し得るものである。そのような解除機構を
本出願人は先に出願開陳しているが、その解除機
構では、トルクコンバータの内圧を予め高く設定
しておくと、ピストンの押圧力として利用し得る
圧力幅が減つてしまい、ピストン面積が充分にと
れない場合には充分な係合力を確保し得ないとい
う問題があつた。そこで、トルクコンバータの内
圧を幾分減じた値に設定したり、あるいはまた車
速とともに減じていくようにすることが考えられ
るが、そのようなトルクコンバータの内圧の減少
に応じて変速動作時のロツクアツプ解除もまた不
充分となり、シヨツクが大きくなるという相反す
る結果を得る。 On the other hand, in the case of a system in which gear shifting and lock-up are controlled by hydraulic pressure, the system is extremely simple and the cost is low, but a method for detecting gear shifting operations in advance has not yet been established. Therefore, the lockup must be released at the same time as the shift operation, and the lockup must be released and relocked within an extremely short shift operation time. In order to release the lock-up within such a short time, the engagement force of the direct coupling mechanism should be determined by a function of the differential pressure between the internal pressure of the torque converter and the operating pressure, so that the internal pressure always acts on the release side. If configured to do so, the lockup can be released with good responsiveness simply by reducing the operating pressure during the gear shifting operation. The applicant has previously filed an application for such a release mechanism, but in this release mechanism, if the internal pressure of the torque converter is set high in advance, the pressure range that can be used as the pressing force of the piston is reduced. Therefore, if the piston area is not sufficient, there is a problem that sufficient engagement force cannot be secured. Therefore, it may be possible to set the internal pressure of the torque converter to a somewhat reduced value, or to allow it to decrease with the vehicle speed. The release will also be insufficient and will have the contradictory result of increasing the shock.
本発明は、このような事情に鑑みてなされたも
のであり、トルクコンバータの内圧は応答性確保
のために常に解除側に作用させるが、変速動作時
に前記内圧をわずかに高めることでロツクアツプ
解除を素早く行ない、その分だけ、通常時のトル
クコンバータの内圧を低目に設定し、直結機構の
係合力も確保するように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を提供す
ることを目的とする。 The present invention has been made in view of these circumstances, and the internal pressure of the torque converter is always applied to the release side in order to ensure responsiveness, but it is possible to release the lock-up by slightly increasing the internal pressure during gear shifting operation. It is an object of the present invention to provide a direct coupling control device for a torque converter in an automatic transmission for a vehicle, which can perform the torque converter quickly, set the internal pressure of the torque converter at a low level during normal operation, and ensure the engagement force of the direct coupling mechanism. shall be.
この目的を達成するための本発明装置では、相
異なる複数段の変速比の選択切換が可能な補助変
速機に直列に接続される流体式トルクコンバータ
と；係合側に作用する作動圧と解除側に作用する
トルクコンバータの内圧との差圧の関数で定まる
係合容量で前記トルクコンバータの入、出力部材
を機械的に直結し得る直結機構と；変速動作に同
期して前記作動圧を油タンクに逃すための切換弁
と；前記変速動作に同期して前記トルクコンバー
タの内圧を高めるべく切換動作する切換手段と；
を含む。 In order to achieve this object, the device of the present invention includes a hydraulic torque converter connected in series to an auxiliary transmission capable of selectively changing a plurality of different gear ratios; a direct connection mechanism that can mechanically directly connect the input and output members of the torque converter with an engagement capacity determined by a function of the differential pressure between the internal pressure of the torque converter and the internal pressure of the torque converter acting on the side; a switching valve for releasing water to a tank; a switching means that performs a switching operation to increase the internal pressure of the torque converter in synchronization with the speed change operation;
including.
以下、図面により本発明の一実施例について説
明すると、先ず本発明を適用する前進４段、後進
１段の自動車用自動変速機の概要を示す第１図に
おいて、エンジンＥの出力は、そのクランク軸１
から流体式トルクコンバータＴ、補助変速機Ｍ、
差動装置Dfを順次経て、駆動車輪Ｗ，W′に伝達
され、これらを駆動する。 Hereinafter, an embodiment of the present invention will be explained with reference to the drawings. First, in FIG. axis 1
From hydraulic torque converter T, auxiliary transmission M,
The signal is sequentially transmitted to the drive wheels W, W' through the differential device Df, and drives them.
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に一方向クラツ
チ７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、
公知にように、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 7. The torque transmitted from the crankshaft 1 to the pump impeller 2 is hydrodynamically transmitted to the turbine impeller 3, and during this time, when the torque is amplified,
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図のレギユレータ
弁Vrを制御するステータアーム４ｂ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 arm 4b for controlling the regulator valve Vr shown in FIG. 2 is fixed at the right end of the stator shaft 4a. will be established.
ポンプ翼車２とタンビン翼車３との間には、こ
れらを機械的に結合し得る直結機構としてローラ
形式の直結クラツチCdが設けられる。これを第
２図及び第３図により詳細に説明すると、ポンプ
翼車２の内周壁２ａには、内周に駆動円錐面９を
もつた環状の駆動部材１０がスプライン嵌合され
る。また、、タービン翼車３の内周壁３ａ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をもつた被動部材１２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
設けた油圧作動部としての油圧シリンダ１４に摺
合され、該シリンダ１４の内圧のトルクコンバー
タＴの内圧を左右両端面に同時に受けるようにな
つている。 A roller-type direct coupling clutch Cd is provided between the pump impeller 2 and the tambour impeller 3 as a direct coupling mechanism capable of mechanically coupling them. To explain this in detail with reference to FIGS. 2 and 3, an annular drive member 10 having a drive conical surface 9 on the inner circumference is spline-fitted to the inner peripheral wall 2a of the pump impeller 2. Moreover, on the inner peripheral wall 3a of the turbine impeller 3,
A driven member 12 having a driven conical surface 11 facing parallel to the driving conical surface 9 on its outer periphery is 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 as a hydraulic actuating section provided on the inner circumferential wall 3a of the turbine wheel 3, and the internal pressure of the cylinder 14 is The internal pressure of the torque converter T is received simultaneously on both left and right end surfaces.
駆動及び被動円錐面９，１１間には円柱状のク
ラツチローラ１５が介装され、このクラツチロー
ラ１５は、第３図に示すように、その中心軸線ｏ
が両円錐面９，１１間の中央を通る仮想円錐面Ic
（第２図）の母線ｑに対して一定角度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 as shown in FIG.
is a virtual conical surface Ic passing through the center between both conical surfaces 9 and 11
It is held by an annular retainer 16 so as to be inclined at a constant angle θ with respect to the generatrix q (FIG. 2).
したがつて、トルクコンバータＴのトルク増幅
機能が不必要となつた段階で、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１３即ち被動部材１２が駆動
部材１０に向つて押動される。これによりクラツ
チローラ１５は両円錐面９，１１に圧接される。
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３図でＸ方向に回
転されると、これに伴いクラツチローラ１５が自
転するが、このクラツチローラ１５は、その中心
軸線ｏが前述のように傾斜しているので、その自
転により両部材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、クラツチローラ１５は両円錐面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間に機械的に結合する。直結
クラツチ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Ｅの出力トルクが両翼車２，
３間に加わつた場合には、クラツチローラ１５は
各円錐面９，１１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ツチ
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ツ
チローラ１５の滑り度合により変化する可変動力
分割系が形成される。 Therefore, when 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 amplifying function of the torque converter T is no longer necessary, the piston 13, that is, the driven member 12, moves toward the drive member 10. being pushed. As a result, the clutch roller 15 is pressed against both conical surfaces 9 and 11.
At this time, when the drive member 10 is rotated in the X direction in FIG. 3 with respect to the driven member 12 by the output torque of the engine E, the clutch roller 15 rotates. Since o is inclined as described above, its rotation gives relative axial displacement to both members 10 and 12, which causes them to approach each other. As a result, the clutch roller 15 bites between both the conical surfaces 9 and 11, and between the two members 10 and 12, that is, the pump impeller 2
and the turbine wheel 3. Even when the direct coupling clutch Cd is operated in this way, the output torque of the engine E exceeds the coupling force and the output torque of the two-winged vehicle 2,
3, the clutch roller 15 slips on each conical surface 9, 11, and the above torque is divided into two, with some torque being applied to the direct coupling clutch.
The remaining torque is transmitted mechanically via Cd, and the remaining torque is transmitted hydrodynamically via both blade wheels 2 and 3, and the ratio of the former torque to the latter torque changes depending on the degree of slippage of the clutch roller 15. A variable power split system is formed.
直結クラツチCdの作動状態において、トルク
コンバータＴに逆負荷が加われば、被動部材１２
の回転速度が駆動部材１０の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、これに伴いクラツ
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
ツチローラ１５は両円錐面９，１１間への喰込み
から解除され、空転状態となる。したがつて、タ
ービン翼車３からポンプ翼車２への逆負荷の伝達
は流体力学的にのみ行なわれる。 If a reverse load is applied to the torque converter T while the direct coupling clutch Cd is in operation, the driven member 12
Since the rotational speed of the driving member 10 becomes larger than that of the driving member 10, the driving member 10 relatively rotates in the Y direction with respect to the driven member 12, and the clutch roller 15 rotates in the opposite direction from the previous rotation. This applies a relative axial displacement to both members 10, 12 that causes them to move apart 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 transfer of the reverse load from the turbine wheel 3 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で、直結クラツチ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, so that the direct coupling clutch Cd becomes inactive.
再び第１図において、補助変速機Ｍの相互に平
行な入、出力軸５，６間には、第１速歯車列
G1、第２速歯車列G2、第３速歯車列G3、第４速
歯車列G4、および後進歯車列Grが並列に設けら
れる。第１速歯車列G1は、第１速クラツチC1を
介して入力軸５に連結される駆動歯車１７と、該
歯車１７に噛合し出力軸６に一方向クラツチCo
を介して連結可能な被動歯車１８とから成る。第
２速歯車列G2は、入力軸５に第２速クラツチC2
を介して連結可能な駆動歯車９と、出力軸６に固
設され上記歯車１９と噛合する被動歯車２０とか
ら成る。第３速歯車列G3は、入力軸５に固設し
た駆動歯車２１と、出力軸６に第３速クラツチ
C3を介して連結され上記歯車２１と噛合可能な
被動歯車２２とから成る。また第４速歯車列G4
は、第４速クラツチC4を介して入力軸５に連結
された駆動歯車２３と、切換えクラツチCsを介
して出力軸６に連結され上記歯車２３に噛合する
被動歯車４とから成る。さらに後進歯車列Gr
は、第４速歯車列G4の駆動歯車２３と一体的に
設けられた駆動歯車２５と、出力軸６に前記切換
クラツチCsを介して連結される被動歯車２７と
両歯車２５，２７に噛合するアイドル歯車２６と
から成る。前記切換クラツチCsは、被動歯車２
４，２７の中間に設けられ、該クラツチCsのセ
レクタスリーブＳ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
２４，２７を出力軸６に選択的に連結することが
できる。一方向クラツチCoは、エンジンＥから
の駆動トルクのみを伝達し、反対方向のトルクは
伝達しない。 Referring again to FIG. 1, a first gear train is connected between the mutually parallel input and output shafts 5 and 6 of the auxiliary transmission M.
G 1 , second speed gear train G 2 , third speed gear train G 3 , fourth speed gear train G 4 , and reverse gear train Gr are provided in parallel. The first speed gear train G1 includes a drive gear 17 connected to the input shaft 5 via a first speed clutch C1 , and a one-way clutch Co that meshes with the gear 17 and connects to the output shaft 6.
and a driven gear 18 that can be connected via. The second speed gear train G2 is connected to the input shaft 5 by the second speed clutch C2.
It consists of a drive gear 9 that can be connected via a drive gear 9, and a driven gear 20 that is fixed to the output shaft 6 and meshes with the gear 19. The third speed gear train G 3 includes a drive gear 21 fixed to the input shaft 5 and a third speed clutch to the output shaft 6.
It consists of a driven gear 22 connected via C3 and capable of meshing with the gear 21 described above. Also, the fourth gear train G 4
consists of a driving gear 23 connected to the input shaft 5 via a fourth speed clutch C4 , and a driven gear 4 connected to the output shaft 6 via a switching clutch Cs and meshing with said gear 23. Furthermore, reverse gear train Gr
is in mesh with the driving gear 25, which is provided integrally with the driving gear 23 of the fourth speed gear train G4 , and the driven gear 27, which is connected to the output shaft 6 via the switching clutch Cs, and both gears 25, 27. and an idle gear 26. The switching clutch Cs is connected to the driven gear 2.
4, 27, and selectively connects the driven gears 24, 27 to the output shaft 6 by shifting the selector sleeve S of the clutch Cs to the forward position on the left or the reverse position on the right in the figure. can do. One-way clutch Co only transmits drive torque from engine E, and does not transmit torque in the opposite direction.
而して、セレクタスリーブＳが図示のように前
進位置に保持されているとき、第１速クラツチ
C1のみを接続すれば、駆動歯車１７が入力軸５
に連結されて第１速歯車列G1が確立し、この歯
車列G1を介して入力軸５から出力軸６にトルク
が伝達される。次に第１速クラツチC1を接続し
たままで、第２速クラツチC2を接続すれば、駆
動歯車１９が入力軸５に連結されて第２速歯車列
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。この際、第１
速クラツチC1も係合されているが、一方向クラ
ツチCoの働きによつて第１速とはならず第２速
になり、これは第３速、、第４速のときも同様で
ある。第２速クラツチC2を解除して第３速クラ
ツチC3を接続すれば、被動歯車２２が出力軸６
に連結されて第３速歯車列G3が確立され、また
第３速クラツチC3を解除して第４速クラツチC4
を接続すれば、駆動歯車２３が入力軸５に連結さ
れて第４速歯車列G4が確立する。さらに切換ク
ラツチCsのセレクタスリーブＳを右動して、第
４速クラツチC4のみを接続すれば、駆動歯車２
５が入力軸５に連結され、被動歯車２７が出力軸
６に連結されて後進歯車列Crが確立し、この歯
車列Crを介して入力軸５から出力軸６に後進ト
ルクが伝達される。 Therefore, when the selector sleeve S is held in the forward position as shown in the figure, the first gear clutch is
If only C 1 is connected, the drive gear 17 will be connected to the input shaft 5.
A first speed gear train G 1 is established, and torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train G 1 . Next, if the second speed clutch C2 is connected while the first speed clutch C1 is connected, the drive gear 19 is connected to the input shaft 5 and the second speed gear train is connected.
G2 is established, and torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train G2 . At this time, the first
The speed clutch C1 is also engaged, but due to the action of the one-way clutch Co, the gear is not in first gear but in second gear, and this is the same for third and fourth gears. . When the second speed clutch C 2 is released and the third speed clutch C 3 is connected, the driven gear 22 is connected to the output shaft 6.
The third speed gear train G3 is established by connecting the third speed clutch C3 to the fourth speed clutch C4.
When connected, the drive gear 23 is connected to the input shaft 5 and the fourth speed gear train G4 is established. Furthermore, by moving the selector sleeve S of the switching clutch Cs to the right and connecting only the fourth gear clutch C4 , the drive gear 2
5 is connected to the input shaft 5, and the driven gear 27 is connected to the output shaft 6 to establish a reverse gear train Cr. Reverse torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train Cr.
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２８から差動装置Dfの大径歯
車ＤGに伝達される。 The torque transmitted to the output shaft 6 is transmitted from the output gear 28 provided at the end of the shaft 6 to the large diameter gear D G of the differential device Df.
第２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２９に圧送する。この
圧油はレギユレータ弁Vrにより所定圧力に調圧
された後、手動切換弁としてのマニユアル弁Vm
へ送られる。この油圧をライン圧Ｐという。 In FIG. 2, a hydraulic pump P sucks up oil from an oil tank R and pumps it into a hydraulic oil passage 29. After this pressure oil is regulated to a predetermined pressure by the regulator valve Vr, the manual valve Vm as a manual switching valve
sent to. This oil pressure is called line pressure P.
レギユレータ弁Vrにおける余剰圧油は絞り３
３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、キヤビテーシヨンを防止するよ
うにその内部を加圧する。トルクコンバータＴの
出口油路３５には保圧弁３６が設けられ、この油
圧弁３６を通過した油はオイルクーラ３７を経て
油タンクＲに戻る。 Excess pressure oil in regulator valve Vr is restricted to 3
3 into the torque converter T and pressurizes its interior to prevent cavitation. A pressure holding valve 36 is provided in the outlet oil passage 35 of the torque converter T, and the oil that has passed through this hydraulic valve 36 returns to the oil tank R via an oil cooler 37.
作動油路２９はスロツトル弁Vtおよびガバナ
弁Vqに接続される。スロツトル弁Vtはスロツト
ルペダル（図示せず）の踏込み量に応じて制御さ
れ、エンジンＥのスロツトル開度に応じた指標、
すなわちエンジンＥの出力を代表する指標として
スロツトル圧Ptをパイロツト油路４８に出力す
る。またガバナ弁Vqは、補助変速機Ｍの出力軸
６または差動装置Dfの大径歯車ＤG等で駆動さ
れ、車速に比例した油圧、すなわちガバナ圧Pq
をパイロツト油路４９に出力する。 Hydraulic oil passage 29 is connected to throttle valve Vt and governor valve Vq. The throttle valve Vt is controlled according to the amount of depression of the throttle pedal (not shown), and is an index according to the throttle opening of the engine E.
That is, the throttle pressure Pt is outputted to the pilot oil passage 48 as an index representing the output of the engine E. The governor valve Vq is driven by the output shaft 6 of the auxiliary transmission M or the large-diameter gear D G of the differential device Df, etc., and is driven by the hydraulic pressure proportional to the vehicle speed, that is, the governor pressure Pq.
is output to the pilot oil passage 49.
マニユアル弁Vmは作動油路２９から分岐した
油路３９と油路４０との間に介装され、中立位
置、ドライブ位置および後進位置などのシフト位
置を備え、ドライブ位置にあるときに油路３９，
４０を連通させる。油路４０から分岐した油路４
１は第１速クラツチC1の油圧作動部に接続され
ており、したがつてマニユアル弁Vmがドライブ
位置にあるときに第１速クラツチC1は常に係合
している。油路４０の油圧は、第１速クラツチ
C1に供給されるとともに、１―２シフト弁V1，
２―３シフト弁V2，３―４シフト弁V3の切換動
作に応じて第２速クラツチC2、第３速クラツチ
C3および第４速クラツチC4の各油圧作動部に切
換えて供給される。 The manual valve Vm is interposed between an oil passage 39 branched from the hydraulic oil passage 29 and an oil passage 40, and has shift positions such as a neutral position, a drive position, and a reverse position, and when in the drive position, the oil passage 39 ，
Connect 40. Oil passage 4 branched from oil passage 40
1 is connected to the hydraulic actuation of the first gear clutch C1 , so that the first gear clutch C1 is always engaged when the manual valve Vm is in the drive position. The oil pressure in the oil passage 40 is from the first gear clutch.
C 1 and the 1-2 shift valve V 1 ,
2nd speed clutch C 2 and 3rd speed clutch according to the switching operation of 2-3 shift valve V 2 and 3-4 shift valve V 3
It is selectively supplied to each hydraulic operating section of C 3 and 4th speed clutch C 4 .
これらのシフト弁V1〜V3は、その両端にスロ
ツト圧Ptおよびガバナ圧Pqを作用されており、
車速の増大すなわちガバナ圧Pqの増大に応じ
て、左側の第１切換位置から右側の第２切換位置
へと切換動作する。すなわち１―２シフト弁V1
は、油路４０と、絞り４３を有する油路４２との
間に介装されており、車速が低い状態では両油路
４０，４２間を遮断する第１切換位置にある。し
たがつてこの状態では第１速クラツチC1のみが
係合し、第１速の速度比が確立する。 These shift valves V 1 to V 3 have slot pressure Pt and governor pressure Pq applied to both ends thereof.
In response to an increase in vehicle speed, that is, an increase in governor pressure Pq, a switching operation is performed from the first switching position on the left side to the second switching position on the right side. That is, 1-2 shift valve V 1
is interposed between the oil passage 40 and an oil passage 42 having a throttle 43, and is in a first switching position where the oil passages 40 and 42 are cut off when the vehicle speed is low. Therefore, in this state, only the first speed clutch C1 is engaged, and the speed ratio of the first speed is established.
車速が上昇すると、１―２シフト弁V1は右側
の第２切換位置に切換わり、油路４０，４２が連
通される。このとき、２―３シフト弁V2は図示
の第１切換位置にあり、油路４２は第２速クラツ
チC2の油圧作動部に通じる油路４４に連通され
る。そのため、第１速クラツチC1および第２速
クラツチC2が係合するが、一方向クラツチCo
（第１図参照）の働きにより、第２速の歯車列G2
のみが確立し、第２速の速度比となる。 When the vehicle speed increases, the 1-2 shift valve V1 is switched to the second switching position on the right side, and the oil passages 40 and 42 are communicated with each other. At this time, the 2-3 shift valve V2 is in the first switching position shown, and the oil passage 42 is communicated with the oil passage 44 leading to the hydraulically actuated portion of the second speed clutch C2 . Therefore, the first gear clutch C 1 and the second gear clutch C 2 are engaged, but the one-way clutch Co
(See Figure 1), the second gear train G 2
is established and becomes the speed ratio of the second speed.
２―３シフト弁V2におて、車速がさらに上昇
すると、右側の第２切換位置に切換わり、油路４
２が油路４５に連通される。この際、３―４シフ
ト弁V3は図示のように左側の第１切換位置にあ
り、油路４５は、第３速クラツチC3の油圧作動
部に通じる油路４６に連通される。したがつて第
３速クラツチC3が係合し、第３速の速度比が確
立する。 When the vehicle speed further increases, the 2-3 shift valve V2 switches to the second switching position on the right side, and the oil passage 4
2 is communicated with the oil passage 45. At this time, the 3-4 shift valve V3 is in the first switching position on the left side as shown in the figure, and the oil passage 45 is communicated with an oil passage 46 leading to the hydraulic operating section of the third speed clutch C3 . Therefore, the third gear clutch C3 is engaged and the third gear speed ratio is established.
車速がさらに上昇すると、３―４シフト弁V3
は右側の第２切換位置に切換わり、油路４５は、
第４速クラツチC4の油圧作動部に通じる油路４
７に連通される。したがつて第４速クラツチC4
が係合して第４速の速度比が確立する。 When the vehicle speed increases further, the 3-4 shift valve V 3
is switched to the second switching position on the right side, and the oil passage 45 is
Oil passage 4 leading to the hydraulic operating part of the 4th speed clutch C 4
7. Therefore, the fourth gear clutch C 4
is engaged and the speed ratio of the fourth speed is established.
さて、直結クラツチCdの係合力を制御する係
合力制御手段Dcの構成を第２図により続けて説
明すると、この係合力制御手段Dcは、切換弁と
してのタイミング弁５０と、モジユレート弁６０
と、アイドルリリース弁７０とを備える。 Now, the structure of the engagement force control means Dc that controls the engagement force of the direct coupling clutch Cd will be explained with reference to FIG.
and an idle release valve 70.
タイミング弁５０は、変速時に直結すなわちロ
ツクアツプを解除するための弁であり、右方の第
１安定位置と左方の第２安定位置との間を移動す
るスプール弁体５１と、この弁体５１の左端面が
臨む第１パイロツト油圧室５２と、弁体５１の右
端面が臨む第２パイロツト油圧室５３ａと弁体５
１の右側に臨んだ段部５１ａが臨む第３パイロツ
ト油圧室５３ｂと、弁体５１を右側に押圧するば
ね５４とを有する。第１パイロツト油圧室５２は
油タンクＲに連通され、第２パイロツト油圧室５
３ａは第４速クラツチC4への作動油路４７から
分岐したパイロツト油路９０が連通され、第３パ
イロツト油圧室５３ｂには第２速クラツチC2へ
の作動油路４４から分岐したパイロツト油路９１
が連通される。 The timing valve 50 is a valve for releasing direct connection, that is, lockup, during gear shifting, and includes a spool valve body 51 that moves between a first stable position on the right and a second stable position on the left, and a spool valve body 51 that moves between a first stable position on the right and a second stable position on the left. The first pilot hydraulic chamber 52 faces the left end face of the valve body 51, the second pilot hydraulic chamber 53a faces the right end face of the valve body 51, and the valve body 5.
The valve body 51 has a third pilot hydraulic chamber 53b facing the stepped portion 51a facing the right side of the valve body 51, and a spring 54 that presses the valve body 51 to the right side. The first pilot hydraulic chamber 52 communicates with the oil tank R, and the second pilot hydraulic chamber 5
3a, a pilot oil passage 90 branched from the hydraulic oil passage 47 to the fourth gear clutch C4 is communicated, and a pilot oil passage branched from the hydraulic oil passage 44 to the second gear clutch C2 is communicated with the third pilot oil pressure chamber 53b. Road 91
is communicated.
弁体５１において、その第２パイロツト油圧室
５３ａに臨む受圧面積と、第３パイロツト油圧室
５３ｂに臨む受圧面積とはほぼ等しくされる。ま
た弁体５１の外周には、切換手段５５を構成すべ
く、ランド５６を挾む２つの環状溝５７，５８が
設けらており、この切換手段５５は、トルクコン
バータＴへの入口油路３４における絞り３４より
も上流側に連通する油路９２と、前記入口油路３
４における絞り３４よりも下流側に連通し絞り９
３を備える第１補充油路９４との間の連通、遮断
を制御する。その連通時に、両油路９２，９３は
絞り３３を迂回してトルクコンバータＴ内に圧油
を供給する機能を果す。 In the valve body 51, the pressure receiving area facing the second pilot hydraulic chamber 53a and the pressure receiving area facing the third pilot hydraulic chamber 53b are made approximately equal. Further, two annular grooves 57 and 58 are provided on the outer periphery of the valve body 51 to sandwich a land 56 to constitute a switching means 55, and this switching means 55 is connected to the inlet oil passage 34 to the torque converter T. an oil passage 92 that communicates with the upstream side of the orifice 34 in the inlet oil passage 3;
A throttle 9 communicates with the downstream side of the throttle 34 in 4.
3 and the first replenishment oil path 94 provided with the replenishment oil path 94 is controlled. At the time of communication, both oil passages 92 and 93 function to supply pressure oil into the torque converter T, bypassing the throttle 33.
このタイミング弁５０において、第１速および
第３速の速度比にあるときに弁体５１は右方の第
１安定位置にあり、第２速および第４速の速度比
にあるときには、弁体５１は左方の第２安定位置
にある。このような第１および第２安定位置に弁
体５１がある状態では、レギユレータ弁Vrから
の圧油を導く油路９２がモジユレート弁６０への
出力油路６１に連通され、油路９２は切換手段５
５のランド５６によつて第１補充油路９４と隔絶
され、さらに直結クラツチCdの油圧シリンダ１
４に通じる油路７１から分岐された排油路９５は
油タンクＲから隔絶される。 In this timing valve 50, when the speed ratio is between the first speed and the third speed, the valve body 51 is in the first stable position on the right side, and when the speed ratio is between the second speed and the fourth speed, the valve body 51 is in the first stable position on the right side. 51 is in the second stable position on the left. When the valve body 51 is in the first and second stable positions, the oil passage 92 that leads the pressure oil from the regulator valve Vr is communicated with the output oil passage 61 to the modulate valve 60, and the oil passage 92 is switched. Means 5
The hydraulic cylinder 1 of the direct coupling clutch Cd is separated from the first replenishment oil passage 94 by the land 56 of Cd.
An oil drain path 95 branched from the oil path 71 leading to the oil tank R is isolated from the oil tank R.
弁体５１が第１および第２安定位置間を切換移
動中、すなわち変速動作時には、油路９２，６１
間は一時的に隔絶される。また、その間におい
て、油路９２は、切換手段５５の環状溝５８を介
して第１補充油路９４に連通され、排油路９５は
弁体５１に穿設された油路５９を介して第１パイ
ロツト油圧室５２すなわち油タンクＲに連通され
る。すなわち、弁体５１が切換移動中において
は、油圧シリンダ１４の油圧が油タンクＲに開放
されるとともに、第１補充油路９４を介してさら
に多くの圧油がトルクコンバータＴ内に供給さ
れ、トルクコンバータＴのロツクアツプ解除が後
述のように促進される。 When the valve body 51 is switching between the first and second stable positions, that is, during a speed change operation, the oil passages 92, 61
The period is temporarily separated. In addition, in between, the oil passage 92 is communicated with the first replenishment oil passage 94 via the annular groove 58 of the switching means 55, and the oil drain passage 95 is communicated with the first oil passage 94 via the oil passage 59 bored in the valve body 51. 1 pilot hydraulic chamber 52, that is, the oil tank R. That is, while the valve body 51 is being switched, the hydraulic pressure of the hydraulic cylinder 14 is released to the oil tank R, and more pressure oil is supplied into the torque converter T via the first supplementary oil path 94. Unlocking of the torque converter T is facilitated as described below.
モジユレート弁６０は、前記出力油路６１と、
油路６３との間に設けられており、左方の閉じ位
置と右方の開き位置との間を移動するスプール弁
弁６４と、この弁体６４の左端面が臨む第１パイ
ロツト油圧室６５と、弁体６４の右端部に設けら
れた右肩部６４ａが臨む第２パイロツト油圧室６
６と、第１パイロツト油圧室６５に突入して弁体
６４に当接するプランジヤ６８と、プランジヤ６
８の左端面が臨む第３パイロツト油圧室６９と、
第１パイロツト油圧室６５に収容されるばね６７
とを有する。第１パイロツト油圧室６５には、ガ
バナ弁Vqからのガバナ圧Pqを導くパイロツト油
路４９が連通され、したがつて第１パイロツト油
圧室６５にはガバナ圧Pqが導入される。また第
３パイロツト油圧室６９には、スロツト弁Vtか
らのスロツト圧Ptを導くパイロツト油路４８が連
通され、したがつて第３パイロツト油圧室６９に
はスロツト圧Ptが作用する。さらに第２パイロツ
ト油圧室６６は、油路６３に、絞り９６を備える
油路９７を介して連通される。 The modulate valve 60 is connected to the output oil passage 61,
A spool valve 64 that is provided between the oil passage 63 and moves between a closed position on the left and an open position on the right, and a first pilot hydraulic chamber 65 facing the left end surface of this valve body 64. and the second pilot hydraulic chamber 6 facing the right shoulder portion 64a provided at the right end portion of the valve body 64.
6, a plunger 68 that enters the first pilot hydraulic chamber 65 and comes into contact with the valve body 64, and a plunger 6.
a third pilot hydraulic chamber 69 facing the left end surface of No. 8;
Spring 67 housed in first pilot hydraulic chamber 65
and has. The first pilot hydraulic chamber 65 is communicated with a pilot oil passage 49 that introduces the governor pressure Pq from the governor valve Vq, so that the governor pressure Pq is introduced into the first pilot hydraulic chamber 65. Further, the third pilot hydraulic chamber 69 is communicated with a pilot oil passage 48 that guides the slot pressure Pt from the slot valve Vt, so that the third pilot hydraulic chamber 69 is acted on by the slot pressure Pt. Further, the second pilot hydraulic chamber 66 is communicated with the oil passage 63 via an oil passage 97 having a throttle 96.
このモジユレート弁６０においては、スプール
弁体６４が、スロツトル圧Ptおよびガバナ圧Pq
によつて開弁方向に付勢され、モジユレート弁６
０自身の出力圧で閉弁方向に付勢される。したが
つてモジユレート弁６０は油路６３に出力される
油圧、すなわち直結クラツチCdの作動圧を車速
およびスロツトル開度に比例して強める働きをす
る。 In this modulated valve 60, the spool valve body 64 controls the throttle pressure Pt and the governor pressure Pq.
is biased in the valve opening direction by the modulate valve 6.
The valve is biased in the valve closing direction by its own output pressure. Therefore, the modulate valve 60 functions to increase the hydraulic pressure output to the oil passage 63, that is, the operating pressure of the direct coupling clutch Cd in proportion to the vehicle speed and the throttle opening.
アイドルリリース弁７０は、前記油路６３およ
び油圧ポンプＰに連通し絞り７６を備える油路７
７と、直結クラツチCdの油圧シリンダ１４に通
じる油路７１およびトルクコンバータＴの入口油
路３４における絞り３４よりも下流側に連通する
第２補充油路７８との間に設けられ、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７２と、弁体７２の左端面が臨む第
１パイロツト油圧室７３と、弁体７２の右端面が
臨む第２パイロツト油圧室７４と、第１パイロツ
ト油圧室７３に収容され弁体７２を右方の第１切
換位置側に付勢するばね７５とを含む。 The idle release valve 70 is an oil passage 7 that communicates with the oil passage 63 and the hydraulic pump P and includes a throttle 76.
7 and an oil passage 71 communicating with the hydraulic cylinder 14 of the direct coupling clutch Cd and a second replenishment oil passage 78 communicating with the downstream side of the throttle 34 in the inlet oil passage 34 of the torque converter T. 1st
A spool valve element 72 that moves between the switching position and a second switching position on the left, a first pilot hydraulic pressure chamber 73 facing the left end surface of the valve element 72, and a second pilot hydraulic pressure chamber 73 facing the right end surface of the valve element 72. It includes a chamber 74 and a spring 75 housed in the first pilot hydraulic chamber 73 and biasing the valve body 72 toward the right first switching position.
第１パイロツト油圧室７３は油タンクＲに連通
され、第２パイロツト油圧室７４にはスロツトル
圧Ptを導くパイロツト油路４８が連通される。ま
た弁体７２の外周にはランド７９を挾んで２つの
環状溝８０，８１が設けられ、さらに弁体７２は
第１パイロト油圧室７３に連通する油路８２が半
径方向に穿設される。 The first pilot hydraulic chamber 73 communicates with the oil tank R, and the second pilot hydraulic chamber 74 communicates with a pilot oil passage 48 that introduces the throttle pressure Pt. Two annular grooves 80 and 81 are provided on the outer periphery of the valve body 72 with a land 79 in between, and an oil passage 82 communicating with the first pilot hydraulic chamber 73 is bored in the radial direction of the valve body 72.
このアイドルリリース弁７０において、第２パ
イロツト油圧室７４のスロツトル圧Ptがばね７５
のばね力よりも小さいとき、弁体７２は図示の第
１切換位置にあり、油路７１は油路８２を介して
第１パイロツト油圧室７３すなわち油タンクＲに
連通され、油路６３は油路７１と隔絶される。ま
た油路７７は環状溝８０を介して第２補充油路７
８に連通され、油圧ポンプＰからの圧油が絞り７
６で流量を規制されて第２補充油路７８からトル
クコンバータＴ内に補充される。またスロツトル
ペダルを踏込んでスロツトル圧Ptが高くなり、ば
ね７５のばね力に打ち勝つと、弁体７２は第２切
換位置に切換移動する。この切換位置において
は、油路６３が環状溝８１を介して油路７１に連
通され、油路７７が第２補充油路７８と隔絶され
る。 In this idle release valve 70, the throttle pressure Pt of the second pilot hydraulic chamber 74 is
When the spring force is smaller than the spring force of It is isolated from Road 71. Further, the oil passage 77 is connected to the second replenishment oil passage 7 via the annular groove 80.
8, and the pressure oil from the hydraulic pump P is connected to the throttle 7.
6, the flow rate is regulated and the torque converter T is replenished from the second replenishment oil passage 78. Further, when the throttle pedal is depressed and the throttle pressure Pt increases and overcomes the spring force of the spring 75, the valve body 72 is switched to the second switching position. In this switching position, the oil passage 63 is communicated with the oil passage 71 via the annular groove 81, and the oil passage 77 is separated from the second refill oil passage 78.
このようにして、アイドルリリース弁７０は、
スロツトル開度がアイドル位置にあるときに、油
圧シリンダ１４の油圧を解放するとともにトルク
コンバータＴ内に圧油を補充して直結クラツチ
Cdの係合を解除、すなわちトルクコンバータＴ
のロツクアツプを解除する働きをする。 In this way, the idle release valve 70
When the throttle opening is at the idle position, the hydraulic pressure of the hydraulic cylinder 14 is released and pressure oil is replenished into the torque converter T to connect the direct clutch.
Disengage Cd, i.e. torque converter T
It functions to release the lockup.
次にこの実施例の作用について説明すると、直
結クラツチCdの係合容量は油路７１を介して油
圧シリンダ１４に供給される作動圧と、入口油路
３４を介してトルクコンバータＴ内に供給される
内圧との差圧の関数によつて定まるので、大きな
係合力を必要とする高速巡航時には前記作動圧を
高めるだけでは係合容量が不足しがちになる。こ
のため、たとえば保圧弁３６の開弁圧を低くした
り、または絞り３３の絞り度を高めたりすること
によつて、トルクコンバータＴの内圧を極力低く
設定しようとするが、そうするとロツクアツプの
解除力はトルクコンバータＴの内圧のみで決まる
ので解除力も減少し、瞬間的に行なわれる変速動
作時にロツクアツプの解除が不充分になつてく
る。ところが本発明に従えば、変速動作に同期し
て、タイミング弁５０においては切換手段５５の
働きにより、油路９２，９３が連通され、トルク
コンバータＴ内に多量の圧油が追加補充される。
したがつて、変速時には、トルクコンバータＴの
内圧が一時的に高められ、ロツクアツプの解除が
充分に行なわれる。しかもトルクコンバータＴの
内圧は常にロツクアツプ解除側に作用しているの
で、変速に際し、ロツクアツプ解除の応答性は殆
ど損なわれることがない。 Next, the operation of this embodiment will be explained. The engagement capacity of the direct coupling clutch Cd is determined by the working pressure supplied to the hydraulic cylinder 14 via the oil passage 71 and the inside of the torque converter T via the inlet oil passage 34. Since it is determined by a function of the differential pressure between the internal pressure and the internal pressure, the engagement capacity tends to be insufficient simply by increasing the operating pressure during high-speed cruising, which requires a large engagement force. For this reason, attempts are made to set the internal pressure of the torque converter T as low as possible by, for example, lowering the opening pressure of the pressure holding valve 36 or increasing the degree of restriction of the throttle 33. Since this is determined only by the internal pressure of the torque converter T, the release force also decreases, and lock-up release becomes insufficient during instantaneous gear shifting operations. However, according to the present invention, the oil passages 92 and 93 are communicated with each other by the switching means 55 in the timing valve 50 in synchronization with the speed change operation, and a large amount of pressure oil is additionally replenished into the torque converter T.
Therefore, during gear shifting, the internal pressure of the torque converter T is temporarily increased, and lockup is sufficiently released. Moreover, since the internal pressure of the torque converter T always acts on the lockup release side, the responsiveness of lockup release is hardly impaired during gear shifting.
トルクコンバータＴのロツクアツプ解除が完全
に行なわれると、変速シヨツクの悪化は避けられ
るが、この場合、トルクコンバータＴの内圧が高
くなり過ぎると、変速動作が終了してもしばらく
の間はその解除状態が継続する。そのためトルク
コンバータＴの流体滑りの分だけエンジン回転数
が増大し、乗員が不自然を感じることがある。こ
れは、原理上、不可避なものであるが、少しでも
その期間を短くするためには、トルクコンバータ
Ｔの内圧が高くなり過ぎることを防止することが
望ましく、第１補充油路９４に設けた絞り９３が
その機能を果す。 If the lock-up of the torque converter T is completely released, deterioration of the shift shock can be avoided, but in this case, if the internal pressure of the torque converter T becomes too high, the unlocked state will remain for a while even after the shift operation is completed. continues. As a result, the engine speed increases by the amount of fluid slippage in the torque converter T, which may cause an unnatural feeling to the occupants. This is unavoidable in principle, but in order to shorten this period as much as possible, it is desirable to prevent the internal pressure of the torque converter T from becoming too high. Aperture 93 performs that function.
以上のように本発明装置は、相異なる複数段の
速度比の選択切換が可能な補助変速機に直列に接
続される流体式トルクコンバータと；係合側に作
用する作動圧と解除側に作用する前記トルクコン
バータの内圧との差圧の関数で定まる係合容量
で、前記トルクコンバータの入、出力部材を機械
的に直結し得る直結機構と；変速動作に同期して
前記作動圧を油タンクに逃すための切換弁と；前
記変速動作に同期して前記トルクコンバータの内
圧を高めるべく切換動作する切換手段と；を含む
ので、通常時にはトルクコンバータの内圧を低目
に設定しておいて、変速動作時にはトルクコンバ
ータの内圧を一時的に高めるともに作動圧を油タ
ンクに逃して、直結機構による入、出力部材の係
合を速やかに解除することができ、変速動作時に
ロツクアツプ状態を速やかに解除して変速シヨツ
クの悪化を防止することができる。しかもトルク
コンバータの内圧は直結機構にその係合状態の解
除側に作用するので応答性も充分に確保される。 As described above, the device of the present invention has a hydraulic torque converter connected in series to an auxiliary transmission capable of selectively switching between multiple different speed ratios; a direct connection mechanism capable of mechanically directly connecting the input and output members of the torque converter with an engagement capacity determined by a function of the differential pressure between the internal pressure of the torque converter and the internal pressure of the torque converter; and a switching means for switching to increase the internal pressure of the torque converter in synchronization with the speed change operation, so that the internal pressure of the torque converter is normally set to a low value. During gear shifting, the internal pressure of the torque converter is temporarily increased and the operating pressure is released to the oil tank, allowing the direct coupling mechanism to quickly disengage the input and output members, quickly releasing the locked-up state during gear shifting. This can prevent deterioration of the gear shifting shock. Moreover, since the internal pressure of the torque converter acts on the direct coupling mechanism to release the engaged state, sufficient responsiveness is ensured.
図面は本発明の一実施例を示すもので、第１図
は本発明を適用する前進４段、後進１段の自動車
用自動変速機の概要図、第２図は油圧制御回路
図、第３図は直結クラツチの要部展開図である。
５０…切換弁としてのタイミング弁、５５…切
換手段、９２…第１補充油路、Cd…直結機構と
しての直結クラツチ、Ｍ…補助変速機、Ｐ…油圧
源としての油圧ポンプ、Ｒ…油タンク、Ｔ…流体
式トルクコンバータ。
The drawings show one embodiment of the present invention, and FIG. 1 is a schematic diagram of an automatic transmission for an automobile with four forward speeds and one reverse speed to which the present invention is applied, FIG. 2 is a hydraulic control circuit diagram, and FIG. The figure is an exploded view of the main parts of a direct coupling clutch. 50... Timing valve as a switching valve, 55... Switching means, 92... First replenishment oil path, Cd... Direct coupling clutch as a direct coupling mechanism, M... Auxiliary transmission, P... Hydraulic pump as a hydraulic source, R... Oil tank , T...hydraulic torque converter.
Claims (1)
補助変速機に直列に接続される流体式トルクコン
バータと；係合側に作用する作動圧と解除側に作
用する前記トルクコンバータの内圧との差圧の関
数で定まる係合容量で、前記トルクコンバータの
入、出力部材を機械的に直結し得る直結機構と；
変速動作に同期して前記作動圧を油タンクに逃す
ための切換弁と；前記変速動作に同期して前記ト
ルクコンバータの内圧を高めるべく切換動作する
切換手段と；を含むことを特徴とする車両用自動
変速機におけるトルクコンバータの直結制御装
置。 ２ 前記切換手段は、変速動作時に前記トルクコ
ンバータに油圧源からの圧油を補充する補充油路
を開閉すべく前記切換弁と一体的に構成されるこ
とを特徴とする特許請求の範囲第１項記載の車両
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] 1. A hydraulic torque converter connected in series to an auxiliary transmission capable of selectively switching between a plurality of different speed ratios; a direct coupling mechanism capable of directly mechanically coupling the input and output members of the torque converter with an engagement capacity determined by a function of the differential pressure with the internal pressure of the torque converter;
A vehicle characterized in that it includes: a switching valve for releasing the operating pressure to an oil tank in synchronization with the gear shifting operation; and a switching means that switches to increase the internal pressure of the torque converter in synchronization with the gear shifting operation. A direct control device for torque converters in automatic transmissions. 2. The first aspect of the present invention is characterized in that the switching means is configured integrally with the switching valve to open and close a replenishment oil passage that replenishes the torque converter with pressure oil from a hydraulic source during a gear shifting operation. A direct-coupled control device for a torque converter in an automatic transmission for a vehicle as described in 2.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22621583A JPS60121361A (en) | 1983-11-30 | 1983-11-30 | Direct-coupled control device of torque converter in automatic speed change gear for car |
| DE19843443633 DE3443633A1 (en) | 1983-11-30 | 1984-11-29 | CONTROL SYSTEM FOR DIRECT COUPLINGS IN MOMENTAL CONVERTERS OF AUTOMATIC GEARBOXES FOR VEHICLES |
| FR848418194A FR2555697B1 (en) | 1983-11-30 | 1984-11-29 | TORQUE CONVERTER DIRECT LINK CONTROL SYSTEM IN AUTOMATIC TRANSMISSION FOR VEHICLE |
| GB08430191A GB2152603B (en) | 1983-11-30 | 1984-11-29 | Control of a lock-up clutch of a hydrodynamic torque converter |
| US06/677,139 US4662493A (en) | 1983-11-30 | 1984-11-30 | Direct-coupling control system for torque converter in automatic transmission for vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22621583A JPS60121361A (en) | 1983-11-30 | 1983-11-30 | Direct-coupled control device of torque converter in automatic speed change gear for car |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60121361A JPS60121361A (en) | 1985-06-28 |
| JPS6149534B2 true JPS6149534B2 (en) | 1986-10-30 |
Family
ID=16841696
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP22621583A Granted JPS60121361A (en) | 1983-11-30 | 1983-11-30 | Direct-coupled control device of torque converter in automatic speed change gear for car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60121361A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH08170323A (en) * | 1994-12-20 | 1996-07-02 | Tada Seisakusho:Kk | Levee construction member |
-
1983
- 1983-11-30 JP JP22621583A patent/JPS60121361A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS60121361A (en) | 1985-06-28 |
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