MXPA96006270A

MXPA96006270A - Regulator system of torque converter and clutch interlocking, for automot unvehicle

Info

Publication number: MXPA96006270A
Application number: MXPA/A/1996/006270A
Authority: MX
Inventors: A Droste Timothy
Original assignee: Ford Global Technologies Inc
Priority date: 1996-02-20
Filing date: 1996-12-10
Publication date: 1997-08-01

Abstract

The present invention relates to a system for controlling the locked and unlocked operation of a converter clutch comprising: a torque converter having a propeller, a turbine and a stator defining a toroidal fluid flow path, a converter clutch for connecting and releasing the impeller and turbine in a driving manner, a first line for supplying pressurized fluid to a first side of the converter clutch, a second line for discharging and pressurizing a second side of the converter clutch; ventilation, a source of supply pressure of the converter, an interlocking means for producing unlocking pressure of the converter, having a first quantity representing a command for unlocking the converter and a second quantity representing a command for locking the converter; source of control pressure of the converter that produces a variable pressure, which it includes a third variable representing a command for unlocking the converter and a fourth variable representing a command for locking the converter, a regulating valve means of the converter for unlocking the converter clutch, opening a connection between the supply pressure source of the converter and converter and the first and second lines, when the interlocking means produces the first quantity or the interlocking means produces the second quantity, and the control pressure source of the converter produces the third quantity, and to lock the converter clutch by opening one connection between the source of the supply pressure of the converter and the first line and between the second line and the ventilation port, when the interlocking means produces the second magnitude and the source of the control pressure of the converter produces the fourth magnit

Description

"REGULATOR SYSTEM OF TORQUE CONVERTER AND CLUTCH INTERLOCKING, FOR AN AUTOMOTIVE VEHICLE" BACKGROUND OF THE INVENTION FIELD OF THE INVENTION This invention relates to the control system for an automatic transmission, particularly with respect to the control of a bypass clutch of the torque converter. 2. PREVIOUS TECHNIQUE A hydrokinetic torque converter that forms a hydrokinetic torque flow path from the engine crankshaft to the input elements of a gear ring of an automatic transmission, includes a turbine and a propeller placed in a flow circuit of toroidal fluid. It also includes a friction bypass clutch adapted to connect the impeller to the turbine in order to establish a mechanical torque flow path in parallel with respect to the hydrokinetic torque flow path of the torque converter.

The hydrokinetic torque converter includes a bypass clutch controlled by a hydraulic valve system. The bypass clutch has features that are common to the control system described in U.S. Patent No. 5,029,087 and the control system of the hydrokinetic torque converter of U.S. Patent Number 5,303,616. These patents have been assigned to the concessionaire of our present invention. Patent Number '087 discloses a torque converter control system having a latching clutch to establish a controlled mechanical torque flow path between the motor and the transmission gear and to modify the capacity of the clutch of derivation during the displacement intervals. That patent discloses an electronic control strategy for effecting a control slip in the bypass clutch of the torque converter, whereby the bypass clutch is operated by the solenoid pressure of the modulated converter clutch from a clutch solenoid valve to effect the variable clutch capacity so that the control slip results resulting in a real slip approaching the reference slip determined by the operating parameters of the drive line. Patent Number '616 discloses a torque converter control system having an interlocking clutch to establish a controlled mechanical torque flow path between the engine and the transmission gear and to modify the clutch capacity of derivation during the intervals of change of speed.

COMPENDIUM OF THE INVENTION An object of this invention is to provide a converter clutch valve that controls the operation of the torque converter in an open or unlock condition, an interlocked condition and a modulated slip condition. The converter clutch valve has the set of ports positioned to allow a four-spool sliding spool valve to be connected with ten active independent ports without increasing its length relative to these valves having nine ports. The valve provides a separate interlocking port to ensure that a motor vehicle can be driven from a stop, with the torque converter open, that is, with its bypass clutch disengaged, in the event of a system failure. control of the converter. In obtaining these objects and advantages, the system according to this invention for controlling the locked and unlocked operation of a clutch of the torque converter includes a torque converter having a propeller, a turbine and a stator which define a Toroidal fluid flow path, a clutch of the converter for impulsively connecting and releasing the propeller and the turbine, a first line for supplying pressurized fluid to a first side of the converter clutch, and a second line for discharging and pressing a second side of the converter clutch. The system also includes a ventilation port, a supply pressure source of the converter. An interlocking means, preferably an interlocking valve of the converter, produces unlocking pressure of the converter having a first quantity representing a control for unlocking the converter, and a second quantity representing a control for locking the converter. A source of control pressure of the converter produces a variable pressure including a third quantity representing a control for unlocking the converter, and a fourth quantity representing a command for locking the converter. A regulating valve of the converter unlocks the clutch of the converter by opening a connection between the source of the converter aliasing pressure and the first and second lines, when the interlocking means produces a first quantity. The regulating valve of the converter unlocks the clutch of the converter when the interlocking means produces the second quantity and the source of the control pressure of the converter produces the third quantity. The regulating valve of the converter interlocks the clutch of the converter by opening a connection between the supply pressure source of the converter and the first line and between the second line and the ventilation port when the interlocking means produces a second quantity and the source of the The control pressure of the converter produces the fourth magnitude.

BRIEF DESCRIPTION OF THE DRAWINGS Figures 1A, IB and 1C, in combination, show a schematic diagram of a hydraulic control circuit for an automatic transmission.

Figure 2 shows the variation of the flow rate through a sharp-edged orifice and a laminar orifice, as the temperature changes. Figure 3 is a schematic diagram of the symbols of ANSI for a modified relief valve to include a sharp-edged orifice and a laminar orifice. Figure 4 is a schematic diagram of the symbols of ANSI to reduce the modified valve to include a sharp-edged hole and a laminar orifice. Figure 5 is a schematic diagram of the microprocessor, sensors and solenoid controlled valves that are used to control the operation of the transmission.

DESCRIPTION OF THE PREFERRED MODALITY With reference to Figures 1A and IB, the hydraulic system for controlling and actuating the components of an automatic transmission for an automotive vehicle includes a drain 10 where the hydraulic fluid is contained and from which it is removed by a purging pump 12 and it supplies a reservoir 14. The inlet of a high flow rate pump 16 is connected through the check valve 18 to the reservoir. The output of the pump 16, the secondary regulated pressure SRP is maintained at approximately 8.44 kilograms per square centimeter gauge or greater through the operation of the SRP regulator valve 52. The pump inlet 22 is partially withdrawn from the reservoir 14 through a supercharging nozzle 24, which carries the fluid through the system from the various components of the transmission. The output of the pump 22 in line 24 is maintained at a regulated line pressure through the control of a pressure signal produced by a valve 25 operated by a variable force solenoid and is applied to the line pressure regulating valve 212 of clutch capacity. The torque converter 20 includes a propeller wheel 26 with vanes, permanently driven by a case 28 of the propeller to the crankshaft of an internal combustion engine 30. A turbine wheel 32 with vanes and a wheel 34 of the stator with vanes are mounted relative to the propeller so as to form a toroidal flow path within which the hydraulic fluid of the torque converter circulates and rotates about the axis of the Torque converter. The stator wheel 34 is mounted on a unidirectional clutch 36 to provide unidirectional drive connection to the transmission case. A torque converter or bypass clutch 38 when engaged, produces a mechanical drive connection between the turbine and the propeller and, when disengaged, allows a hydrokinetic drive connection between the turbine and the propeller. The clutch 38 is unlocked or disengaged and the torque converter is opened when the CBY pressure in line 40 is applied to the space between the propeller housing and the friction surface of the clutch 38 which engages the case 28. The pressure of CBY is greater than the pressure of Cl in line 46. Line 44, at the CT pressure, is consumed through an oil cooler 126, and the Cl pressure in line 46 is supplied to the converter boiler. of torque through the hole 122 when uncoupling into clutch 38.

Secondary Regulated Pressure Valve A temperature-compensated pressure-limiting valve 52 produces an output, the SRPX pressure carried on line 82 to the anti-consumption back pressure valve 78, whose output, the supply pressure TCF of the torque converter of torque is carried on line 88 to the regulator valve 86 of the converter.

The secondary regulated pressure controlled by the valve 52 is carried through the line 54. The valve 52 includes a spool 56, pushed by a spring 58 to the right in the bore of the valve, whose movement to the right is limited by contact of the control projections 60 against the valve body. The SRP feedback pressure on line 62 enters the valve through a hole 64 with sharp edges. The radial space between the projections and the perforation of the valve defines a laminar orifice, which extends along the axis of the valve 52 from the feedback port, connected through line 62 to the vent port 66. Preferably, the diameter of the orifice 64 is 1.0 millimeter, the diameter of the protrusions 60 is 14,994 millimeters, and the diameter of the protrusions 60 adjacent to the boring is 15,019 millimeters. Through this discussion, a fixed orifice with sharp edges means a restricted hydraulic passage through which the flow rate varies non-linearly with a pressure drop through the orifice, approximately as the square root of the pressure drop, and the flow rate varies essentially linearly with the temperature of the fluid, such as the commercially available hydraulic fluid of the transmission that flows through the orifice. A laminar orifice means a restricted passage through which the flow regime varies linearly and directly with the pressure drop across the orifice, and exponentially (or logarithmically) with the temperature of the fluid flowing through the orifice. The valve 52 further includes the control projections 68, 70; the input port 80 of SRP, the port 81 of output of SRPX; the supercharge output port 74, connected via line 76 to the supercharging relief valve 78. The relief valve 52 is normally closed by the spring 58, which causes the spool 56 to move towards the right-hand end of the valve while the flow rate of the pump 16 is so low that the pressure SRP is relatively low . In that position, the line 76 is closed by shoulders 68 from the SRP line 54, and the converter power line 82 is closed by the ledge 70 from the SRP line 54. The power line 82 of the converter is connected through the orifice 75 with the line 54 of the SRP. As the flow rate from the pump 16 and the pressure SRP is raised, the control pressure at the right-hand end of the spool 56 first opens the output port 81 of SRPX, thereby connecting the SRP line 54. with the anti-consumption backpressure valve 78 through line 82. The SRPX pressure on line 82 moves the spool 84 of the anti-consumption back pressure valve 78 to the left thereby connecting the supply pressure TCF of the torque converter on line 82, with converter valve 86 through line 88. An SRP is still additionally raised, the projection 68 regulating the SRP in port 74 so that the fluid in SRP is connects with line 76, nozzle 24, check valve 18 and line 144. The feedback chamber at the right-hand end of the valve bore 52 is discharged through a high resistance sheet orifice 60. ia and is fed through a fixed orifice 64 insensitive to viscosity. At automatic transmission fluid temperatures less than 66 ° C, the flow through the laminar orifice is negligible; therefore, the constant state differential pressure through the fixed orifice is negligible. At fluid temperatures greater than 93 ° C, the exhaust through the laminar orifice 60 increases. In this way a pressure divider is established and the feedback pressure flow through the valve 52 is reduced in this way as the temperature rises to more than 93 ° C, in proportion to the hydraulic resistance values of the two holes 60, 64.

Converter Regulator Valve The converter 86 clutch regulator valve controls three modes of operation: clutch operation disengaged or clutch open; the operation of the clutch engaged or the drive locked; and the modulated sliding or partial coupling of the clutch 38 of the torque converter. A variable pressure TCC signal is carried on line 90 to the right-hand end of valve 86 from a solenoid-operated valve 92 of the converter clutch. The magnitude of this pressure signal is proportional to a predetermined clutch torque capacity and a PWM duty cycle control signal modulated in the pulse width produced by a microprocessor and applied to the solenoid of valve 92. valve 86 modulates the differential pressure through the clutch friction surfaces 38, in proportion to the control pressure TCC and the magnitude of the PWM service cycle and the magnitude of the PWM service cycle. The valve 86 includes a spool 94 movable within the valve bore and bng four control projections 96, 98, 100 and 102. The valve sleeve 104 is fixed in position in the valve chamber by a retainer, the sleeve holding a reinforcing spool 106 which is pushed by the feed pressure TCF of the torque converter to the right against the end by hand left of the reel 94. A ventilation port 108 communicates with the valve chamber and is opened and closed by the control projection 102. A compression spring 110 pushes the spool 94 to the right inside the valve chamber. The line 88 carries the feed pressure from the torque converter to the passage 112 and through the hole 114, towards the bore or chamber of the valve. The passages 112, 118 and 120 connect the line 88 to the valve chamber, in mutually separated positions. The line 40 connects an outlet port of the valve 86 with the passage through which the clutch 38 disengages. The line 44 connects the line of return from the torque converter directly to the exhaust line 113, 114. of the torque converter and through the lines 116, 119 which are connected to the ports of the valve 86. The line 46 carries the fluid at a supply pressure of the converter to the torque converter 20, through the 86 valve.

The torque converter 20 is opened, ie the bypass clutch 38 is released when the TWM service cycle supplied to the solenoid of the converter-operated solenoid valve 92 of the converter is zero, thereby reducing the pressure to zero on line 90, and on the right-hand end of spool 94. In this case, the supply pressure of the torque converter operating at the left-hand end of spool 106, forces spool 94 towards the tip on the right hand side of the valve chamber. In this position, the valve 86 connects the line 118 with the line 40, thereby pressurizing the space between the cover 28 of the impeller and the friction surface of the clutch 38. The valve 86 connects the line 120 through the hole 122 with line 46 through which the hydraulic fluid is supplied to the torque converter converter bore. The fluid at the outlet of the boiler and carried on line 44, enters the valve chamber through the lines 116, 119 and is carried on the converter exhaust line 113 TCX to the oil cooler 126, through of the counter-pressure valve 78 for supercharging consumption. The spool 84 of the valve 78 will have moved towards the left-hand end of its chamber against the effect of the compression spring, due to the presence of the SRPX pressure at the right-hand end of the spool 84, as described in the foregoing with reference to the operation or operation of the valve 52. A displacement valve 200 1-2 connects a source of the regulated line pressure IX to the line 128 when the first change of speed ratio is selected. A valve 130 for lubrication enhancement and converter interlock includes a spool 132, which moves to the left inside the valve chamber due to the effect of the compression spring 134 and a pressure force developed in the shoulder 136 when the line 128 is pressed. With the valve 130 in this position the fluid in the SRP, carried on line 54 from valve 52 and through line 138 to lock valve 130 of the converter, is connected through valve 130 with an unlocking line 140 that connects to valve chamber 86 regulator of the converter in a port positioned between the reels 106 and 94. When the lines 140 and 88 are pressed, there is no differential pressure across the reel 106, and the reel 94 moves towards the right-hand end of the reel chamber. valve due to the pressure force applied to the large pressure area at the left-hand end of the projection 102. This action moves the spool 94 to the right to the same position as described above. above with respect to the opening operation of the torque converter. In this condition, the clutch 38 of the torque converter is disengaged and the torque converter 20 operates in an open condition. In this manner, the valve 86 provides a locking force independent of the large diameter of the projection 102 to ensure that the vehicle can be started and driven at the first speed change with the open converter, even if an obstruction is present in a port. of the valve 86, whose obstruction could otherwise prevent the spool 94 from sliding to the right-hand end of the valve chamber. This interlocking feature also allows the torque converter to operate in an open condition even when there is a failure of the solenoid 92 or the microprocessor control system causes the pressure in the line 90 to be elevated. The low pressure in the line 90 would be expected during a normal operation, as mentioned above. In that case, the SRP pressure operating on a larger projection on the left hand side of the reel 94, overcomes the effect of the pressure present in the line 90 and allows the reel 94 to move to an open condition in the end to the right of the camera. This avoids the loss of motor speed in a reverse speed change or the driving conditions in a low ratio speed change. In order to operate the torque converter 20 in the locked condition, the clutch 38 is engaged due to the presence of a larger pressure in the torque converter than the pressure in the space between the drive box and the surfaces Clutch friction 38. The torque converter operates in the locked condition when the solenoid-operated valve 92 produces a pressure of approximately 3.52 kilograms per square centimeter gauge on the line 90, thereby moving the spool 94 toward the end on the left side of the valve chamber. The spool 94 moves towards the left-hand end of the chamber when the UNLOCKING pressure line 144 closes in the valve 130 due to the absence of the pressure IX from the displacement valve 1-2 and due to the force of larger pressure acting on the right-hand end of the projection 96 compared to the pressing force on the left-hand end of the booster 106, produced by the TCF pressure. With the valve placed at the left-hand end of the chamber, line 88 is connected directly through lines 118 and through line 120 and hole 122 with the torque converter bocel through the line 46. Fluid placed between the case 28 of the impeller and the clutch 38 is discharged into the reservoir via the line 40 and the vent port 108, thereby producing a differential pressure across the friction surfaces of the clutch 30. forcing the same towards the coupled or locked condition. The fluid from the torque converter returns through line 44 to line 113, which directs the exhaust pressure TCX of the torque converter to the cooler 126, through the valve 78.

Microprocessor Controller Figure 6 shows a microprocessor that is used to control the valve circuits which in turn control the distribution and exhaust of the actuating pressure to the clutches and servo brakes for the transmission. The processor is shown at 170 in Figure 6. As depicted schematically in Figure 6, an air charge temperature sensor 172 is adapted to develop an ambient air temperature that is used by the processor to develop commands sent to the system. of the control valve. The processor also responds to an air conditioning clutch signal, from the sensor 174, which indicates whether the air conditioning system is connected or disconnected. An on / off brake switch 176 is activated by the vehicle brakes and the on / off signal is supplied to the processor. A motor speed sensor 178 measures the speed of the crankshaft. The temperature of the engine coolant is detected by the temperature sensor 180. The drive scale that is selected by the operator is indicated by a manual lever position sensor 182. An output arrow speed sensor 184 provides an indication of the speed of the arrow driven by an output arrow. This speed is related to the speed signal of the vehicle developed by the sensor 86. A temperature signal of the transmission oil is supplied to the processor by means of the sensor 188. A motor regulation position signal is supplied to the processor by the sensor 190. The control valve circuit includes solenoid operated shift valves that receive the displacement signals. These are variable force signals from the processor. They are received by the 192-19 displacement solenoids. Sensor inputs such as sensor signals related to the engine indicative of engine coolant temperature, absolute barometric pressure, etc. they are used by the processor to develop more accurate outputs as load and climate conditions change. Other inputs are based on controls to the driver such as the motor regulation position. Still other inputs to the processor are developed by the same transmission, such as the signal of the speed sensor of the output shaft, the signal of the position of the manual lever and the signal of the oil temperature of the transmission. The processor will develop the appropriate travel time and conditions for displacements in the relationship as well as control the application and release of the clutch. Line pressure is also developed by the processor to establish an optimum displacement feel. The processor is an integrated central processor that converts signals such as the signals from a vehicle speed sensor and a motor throttle position sensor, the engine temperature sensor, the turbine speed sensor and the selector lever manual and electrical signals for the solenoid-operated valves 192-196, the solenoid valve for the bypass clutch 92 of the converter and the variable-force solenoid for the electronic pressure control 2. The processor receives the signals from the sensor and operates them in accordance with the programmed control algorithms. The processor includes appropriate gates and driver circuits to supply the output of the operation of the algorithms, the hydraulic solenoid control valves. The processor 170 includes a central processor unit (CPU); a read-only memory (ROM), wherein the control unit includes a read-write memory or RAM; and internal lights between the memory and the arithmetic logic unit of the central processor. The processor executes programs that are obtained from the memory and provides the appropriate control signals to a valve circuit, as the conditioning portions of the processor's input signal read the input data and the logical portions of the calculation provide the calculation results to the output drive system under a program control.

The memory includes both a random access memory (RAM) and a read only memory (ROM), the last one storing the information comprising the control logic. The result of the calculations carried out in the input data is stored in the RAM, where it can be addressed, erased, rewritten or changed, depending on the operating conditions of the vehicle. The data that is stored in the ROM memory can be the information of the project of displacement of the functions in which two variables, such as the regulation position and the speed of the vehicle are related to one another according to a displacement function. The data may also be in the form of information in a table containing three variables or data, such as a synchronizer value and the values for the other two pieces of data or variables. The control strategy for the transmission is divided into several routines and control modules that are carried out in sequence in a known manner, during each background step. The strategy for each module is executed in addition in a sequential manner, just as the modules themselves are executed in sequence. The different data registers are initialized as the input data from the aforementioned sensors are input to the conditioning portion of the processor input signal. The information that results from the admission of the sensor data, together with the information that is stored in the memory and that is learned from a previous background step, is used to carry out the control functions of the displacement solenoid valves , regulating pressure solenoid valve and bypass clutch solenoid valve. The modules and submodules are carried out in sequence in each background circuit. Each module or logical portion is independent of the others and carries out a specific function. They run as they are directed separately by the processor pointer. The functions occur after the input signals are received by the input gates, and the signal conditioning portions of the processor and after the conditioning of the input signal has occurred. The capacity of the clutches and brakes to transmit the torque depends, of course, on the level of the pressure maintained in the control circuit by the main pressure regulator. This control, unlike the TV pressure controls of conventional transmissions that depend on mechanical valve valves to maintain a desired regulating valve pressure or a vacuum diffraction that is operated by the pressure of the manifold engine intake. The TV control in the present design is achieved by a variable force solenoid valve that responds to a signal developed by the electronic microprocessor. The electronic TV strategy for the processor includes the step of seeking the torque of the motor from a frame and appropriately varying the signal supplied to the variable force solenoid to adjust the transmission torque capacity of the transmission.

Converter Interlock Valve A converter interlock valve 130 is provided and lubrication is increased through line 128 with pressure IX from displacement valve 200 to 1-2 which connects a regulated line pressure source to the line 128, in accordance with the control pressure from the solenoid valve 195 when operation is required at the first advance speed change. The supercharging pressure SPS is carried on line 144 to a port positioned near the left-hand end of the valve chamber 130. The supercharging pressure is regulated by means of the supercharging relief valve 79 to approximately 3.51 kilograms per square centimeter. or greater and applied to a valve control shoulder 130, which is about five times larger than the others of control projections formed on the spool 132, where other pressure signals function to control the position of the spool 132. The secondary regulated pressure SRP is carried on lines 54 and 138 to the valve 130. The valve 130 is also supplied through the lines 142, 204 with the pressure D321 from a manual valve 202, which connects a source of line pressure LP regulated on line 24 with line 204, when the The manual valve is moved by the operator movement of the scale selector vehicle (PRNDL) to any of the forward drive positions. The absence of pressure D321 is an indication of a reverse drive operation of the transmission, i.e., the low pressure on line 142 indicates that the vehicle operator has placed the PRNDL scale of the selector lever on the R scale. The fluid outlet from the valve 130 is carried on the line 146 through the orifice 148 and the filter 152 to the different lubrication circuits 147-150, deviating from an orifice 154 compensated at temperature to which it is brought to the fluid from the valve 130, through line 156. Line 140 brings the RELEASE pressure to a port of valve 86 positioned between booster 106 and spool 102 of spool 94. Compression spring 134 pushes spool 132 and spools 132. Large control projections on spool 206 to the left, in the valve chamber. An object of the valve 130 is to prohibit the engagement of the clutch 38 for an inappropriate time, such as when the forward or reverse coupling is initiated, but nevertheless, to allow clutch 38 engagement on all advancement scales and speeds. of the engine low, when the transmission is running at the second, third, fourth fifth speed changes. Essentially, the interlock valve 130 compares three hydraulic pressure signals D321, IX and SPS and produces a high pressure or low pressure signal on the line 140, which is applied to the regulator valve 86 of the converter, representing the high pressure signal and the UNLOCK control signal. During the conditions when the manual selector is in the parking, reverse, neutral positions and the engine speed is at a vacuum speed or at a speed less than 2,000 revolutions per minute, the pressures D321, IX and SPS are at low magnitude, therefore, the spool 132 moves towards the left-hand end of the valve chamber, thereby opening a connection between the pressure line 138 of the secondary regulator and the line 140 of UNLOCKING. The UNLOCKING pressure causes the spool 94 of the converter regulator valve 86 to move to the right-hand end of its valve chamber, thereby opening a connection between the power line 88 of the torque converter and the line 40, through which the pressure is applied to the space between the propeller cover and the friction surfaces of the clutch 38. This action disengages the clutch and opens the torque converter. When the transmission is operating on the D scale at the first speed change at idle engine speed at an engine speed of less than 2,000 revolutions per minute, or at the first manually selected speed change as an engine speed less than 2,000 revolutions per minute, the pressure D321 tends to cause the spool 132 to move to the right and the pressure IX tends to move the spool to the left. Therefore, since the pressures D321 and IX are essentially of the same line pressure quantity and the pressure SPS is low, the position of the reel 132 is determined by the effect of the spring 134, thereby opening the lines 138 of SRP to line 140 of UNLOCKING, and the clutch 138 is decoupled as described immediately above. With the transmission running on reverse gear or R scale with an engine speed greater than 3,000 revolutions per minute or on the D-scale drive at the first speed change with an engine speed greater than 3,000 revolutions per minute, the pressures D321 and IX have essentially equal magnitude and there is virtually no net effect on the position of the spool 132. But the SPS pressure (of about 3.51 kilograms per square centimeter gauge or greater) operating on the projections 306, moves the spool 132 to the right against the effect of spring 134. As the engine speed rises to more than 3,000 revolutions per minute, the pressure of SPS increases in order to save energy; therefore, pressure force related to SPS at the end of the shoulder 206 increases and moves the spool 132 towards the right-hand end of the valve chamber. This action closes the communication between the SRP line 138 and the UNLOCK line 140; therefore, the regulator valve 86 of the converter operates as described above when the UNLOCKING pressure is absent from the left-hand end of the reel 94.

With the transmission running at the first speed change, either within the manual scale or on the driving scale and with the engine speed greater than about 3,000 revolutions per minute, the pressure D321 tends to move the spool 132 to the right and the pressure IX tends to move the spool 132 to the left, effectively canceling, therefore, the pressing force acting in the opposite direction caused by the pressure D321 at the left-hand end of the spool 132. In this case , the pressure SPS works against the effect of the spring 134, moves the spool to the right-hand end of the valve chamber and closes the SRP line 138 to the UNLOCKING line 140. Therefore, the regulator valve 86 of the converter operates as described above when the RELEASE pressure is absent from the left-hand end of the reel 94. With the transmission running at the second change of speed through the fifth change of speed in the driving scale and with the engine speed greater than 3,000 revolutions per minute, the pressure IX is absent at the right-hand end of the reel 132, the pressure D321 is present at the left-hand end of the reel, and the SPS pressure operates on the projections 202 to move the spool 132 toward the right-hand end of the valve chamber, thereby closing the opening of the SRP pressure line 138 toward the UNLOCKING line 140. When the manual speed change selector is on the D scale and the transmission operates at the second to fifth forward speed ratios, with the engine speed within the range of 800 to 1,200 revolutions per minute, the SPS and IX pressures they are low or absent in the valve 130, but the pressure D321 forces the spool 132 against the spring 134 toward the right-hand end of the valve chamber, thereby closing the connection between the SRP line 138 and the line 140 of UNLOCKING. In this position, the regulating valve TC works as described above in the absence of the UNLOCKING pressure so that the converter clutch either opens or closes in accordance with the pressure control signals on the valve 86. The UNLOCKING line 140 is discharged through the port 160 when the spool 132 moves towards the right hand end of its valve chamber. The flow regime to lubrication circuits 147-150 is relatively low at idle engine speeds but as the speed of the output shaft of the transmission rises, the lubrication requirement increases. An object of the control strategy is to prevent interlocking of the torque converter when the lubrication requirement is low. To produce this effect, when the spool 132 moves to the left, such as when the engine speed and the SPS pressure are low, the flow of the fluid through the line 156 is closed by the spool 132 from a connection with line 146, thereby preventing any increase in lubrication flow through line 146 to lubrication circuits 147-150. In this condition, the interlocking of the torque converter is prohibited. However, when the engine speed and SPS pressure increase, the spool 132 moves towards the right-hand end of the valve chamber, thereby opening a connection between the lubrication line 156 and the line 146. This action increases the flow to the lubrication circuits 147-150. In this condition, the torque converter will operate either in the locked or unlocked mode depending on the effect of the various pressure control signals on the valve 85, but with the UNLOCKING pressure discharged to the sump.

Clutch Capacity Pressure Regulator The solenoid operated line pressure valve 25 produces a line pressure control pressure LPC signal preferably in the form of several abrupt changes in magnitude or alternatively as an amount that increases linearly carried on line 210 to the left hand end of valve 212 CCPR pressure regulator clutch capacity. The LPC pressure is regulated by applying a variable voltage to the solenoid valve 25, a signal produced as an output by the microprocessor 170, in response to the result of a control algorithm executed by the microprocessor. The pressure D321, a control pressure signal is carried on the line 204 to the differential area of the control projections 214, 216, and produces a pressing force tending to move the spool 218 counterclockwise against the effect of the spring 220. The fluid in SRP is carried on line 222 to valve 212 and on line 224 to solenoid-operated line pressure valve 25. Line pressure is carried to valve 212 through line 226 to a port that opens and closes by projection 228 to SPS excess relief line 230, which is connected through valve 52, line 76, the supercharging relief valve 79 and the nozzle 24, with the suction side of the pump 22.

The check valve 231 and check valve alternately open a connection between the SRP line 222 and the line 226, when the spool 218 and the projection 28 move to the right inside the valve chamber, or close that connection when the pressure of the valve line exceeds the size of SRP. During operation, when the vehicle operator moves the scale selector to the drive scale from the neutral or reverse ladders, the various friction elements, possibly from 1 to 3 clutches or hydraulically operated brakes, must be filled and operated quickly under pressure. of approximately 2.81 kilograms per centimeter gauge cud in order to place the clutch elements to complete the gear ratio change in approximately 250 to 500 milliseconds. Since the friction elements are filled and operated, the line pressure decreases due to the high flow requirement; therefore, the spool 218 moves towards the right-hand end of the valve chamber, because the line pressure fed back to the end of the spool is less than the effect of the other forces acting on the valve, including the force of the spring 220. When this occurs, the valve 212 stops releasing the line pressure by closing the connection between the lines 226 and 230, moving the boss 228 through the corresponding ports. Then, virtually all the flow produced by the pump 22 is directed towards the friction elements, which includes a forward, servo reverse, an intermediate clutch, a direct clutch and an overdrive clutch. However, the friction elements require more volume than can be supplied from the pump 22, so that the magnitude of the line pressure continues to decrease to become low enough so that the forces acting on the valve spool 218 are insufficient to prevent the spring 220 from moving the spool 218 entirely towards the right-hand end of the valve chamber. With the valve positioned in this manner, the boss 228 continues to close the connection between the lines 226 and 230, but opens a connection between the SRP line 220 and the line 226 through the check valve 231. After this connection is opened, the demand for the flow of the friction element is connected to the outlet of the pump 16 which produces a high flow rate. In this way, the flow produced by the pumps 16 and 22 is combined to supply the friction elements. As a consequence of the SRP being supplied to the friction elements, the magnitude of the SRP pressure decreases thereby allowing the spool 56 of the secondary regulated pressure valve 52 to move towards the right end of the valve chamber to close the connection between lines 54 and 88, through which it is supplied to the clutch 38 of the torque converter. This action decreases the flow rate of the fluid carried on line 88 through valve 86 and line 40 to the space between the thruster housing and clutch 38. As the pressure on the friction elements of Inlet, the line pressure increases and the spool 214 moves to the left inside its valve chamber, first closing the connection between the lines 226 and 222 so that the flow rate, from the pump 16 is then supplied to the regulator valve 86 of the torque converter through lines 54, 82 and 88. Eventually, as the pressure on the input friction elements and the line pressure rise in a sufficiently high manner, the spool 214 moves toward the left-hand end of the valve chamber until the ledge 228 opens a connection between line 226 and 230 allowing excess flow to be released and supplied to the valve. pump station 22.

Claims

R E I V I N D I C A C I O N E S:

1. A system for controlling the locked and unlocked operation of a converter clutch comprising: a torque converter having a propeller, a turbine and a stator defining a toroidal fluid flow path, a converter clutch for driving connection and release the propeller and the turbine; a first line for supplying pressurized fluid to the first side of the converter clutch; a second line for unloading and pressing a second side of the converter clutch; a ventilation vent; a supply pressure source of the converter; an interlocking means for producing unlocking pressure of the converter having a first quantity representing a control for unlocking the converter and a second quantity representing a command for locking the converter; a source of control pressure of the converter producing a variable pressure including a third quantity representing a control for unlocking the converter and a fourth quantity representing a command for locking the converter; a regulating valve means of the converter for unlocking the converter clutch by opening a connection between the source of the supply pressure of the converter and the first and second lines, when the locking means produces the first quantity or the interlocking means produces the second magnitude, and the source of the control pressure of the converter produces the third magnitude, and to lock the converter clutch by opening a connection between the source of the supply pressure of the converter on the first line and between the second line and the port of ventilation, when the interlocking means produces the second magnitude and the source of the control pressure of the converter produces the fourth magnitude.

2. The system according to claim 1, wherein the interlocking means comprises an interlock valve that includes: a source of actuating pressure communicating with the interlock valve; a third line connecting the interlock valve and the valve means of the drive regulator; a reel having control projections wherein the first pressure forces which represent a requirement that the clutch of the converter be unlocked and the second pressure forces which represent a requirement that the converter embragment engage, develop in mutual opposition; means for opening and closing a connection between the source of the driving pressure and the third line in response to the relative magnitude of the first and second pressing forces. The system according to claim 2, wherein a connection between the source of the driving pressure and the third line is opened when the first pressing forces exceed the second pressing forces, and a connection between the source of the drive pressure and the third line is locked when the first pressure forces exceed the second pressure forces. The system according to claim 1, wherein the valve means of the regulator of the converter comprises: a valve body defining a valve chamber, which communicates with the source of the supply pressure of the converter; the first line, the second line and the ventilation port; a slidable reel in the valve chamber, having multiple control projections that include a first control projection that communicates with the source of the control pressure of the converter and that is adapted to have a control force applied thereto; second control projection communicating with the interlocking means and adapted to have a control force applied thereto, a third control projection adapted to open a connection between the source of the supply pressure of the converter, the first line and the second line, when the spool moves to a position corresponding to the operation of the unlocked drive clutch in response to the control forces applied to the spool corresponding to the operation of the unlocked drive clutch, and adapted to open a connection between the vent port and the second line and to open a connection between the supply pressure of the converter and the first line when the reel moves to a position corresponding to the operation of the open converter clutch in response to the control forces applied to the reel corresponding to the clutch operation of the locked drive. The system according to claim 4, wherein the valve means of the converter regulator further comprises a compression spring that pushes the spool to a position corresponding to the operation of the clutch of the unlocked converter. 6. A system for controlling the locked and unlocked operation of a converter clutch, comprising: a torque converter having a propeller, a turbine and a stator defining a toroidal fluid flow path, a converter clutch to connect impulsively and release the propeller and the turbine; a first line for suppl pressurized fluid to the first side of the converter clutch; a second line for unloading and pressing a second side of the converter clutch; a supply pressure source of the converter; an interlocking means for producing unlocking pressure of the converter having a first quantity representing a control for unlocking the converter, and a second quantity representing a command for locking the converter; a source of control pressure of the converter producing a variable pressure including a third quantity representing a control for unlocking the converter and a fourth quantity representing a command for locking the converter; a regulating valve means of the converter comprising: a valve body defining a valve chamber, communicating with the supply pressure source of the converter, the first line, the second line, and a ventilation port; a slidable reel in the valve chamber, having multiple control projections including a first control projection that communicates with the source of control pressure of the converter and which is adapted to have a control force applied thereto, a second control projection communicating with the interlocking means and adapted to control a force applied thereto, a third control projection adapted to open a connection between the supply pressure source of the converter the first line and the second line, when the spool is moved to a position corresponding to the operation of the unlocked drive clutch in response to control forces applied to the spool corresponding to the operation of the unlocked drive clutch, and adapted to open a connection between the vent port and the second line and to open a connection between the feed pressure of the convert idor on the first line, when the spool moves to a position corresponding to the operation of the locked drive clutch in response to the control forces applied to the spool corresponding to the operation of the locked drive clutch. The system according to claim 6, wherein the regulating valve means of the converter further comprises a compression spring that pushes the reel to a position corresponding to the operation of the clutch of the unlocked converter.