JPS6149535B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a hydraulic torque converter connected in series to an auxiliary transmission capable of selecting and switching between multiple speed ratios; a direct connection mechanism capable of directly mechanically 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; The present invention relates to a direct-coupling control device for a torque converter in an automatic transmission for a vehicle, including: a switching means having a switching position for releasing the operating pressure of the mechanism to an oil tank;

In the case of a vehicle automatic transmission equipped with a hydraulic torque converter, when the torque converter's torque amplification function can no longer be expected, the input and output members of the torque converter are directly connected mechanically (so-called lock-up). This is preferable from the viewpoints of fuel economy, power performance, and quietness, and it is desirable that the lockup be performed over as wide a range of gears as possible. By the way, when the vehicle is cruising or decelerating when adjusting the distance to the vehicle in front while accelerating, it is preferable to release the lock-up as soon as possible to avoid a "jerky" feeling. Furthermore, this is preferable in that it saves the amount of fuel sucked out by the carburetor during deceleration.

Here, in order to perform lockup, there is a method of changing the direction of the fluid flow inside the torque converter, but there is also a method of performing lockup using the differential pressure between the internal pressure of the torque converter and the operating pressure. This relates to improvements in the latter format. In this latter type, the internal pressure of the torque converter is always acting on the lock-up release side, so when it is necessary to release the lock-up in a very short time, such as when changing gears, the operating pressure can simply be released. This is convenient because it has good responsiveness. However, on the other hand, since the engaging force cannot be increased by the internal pressure of the torque converter, it is necessary to set the internal pressure of the torque converter to a low level. Even if the internal pressure of the torque converter is set to a low value in this way, it is desirable to be able to release the lockup with good response when the slot pedal is returned to the idle position.

In view of the above circumstances, a first object of the present invention is to provide a torque converter for an automatic transmission for a vehicle, which is capable of releasing the lock-up of the torque converter with good response when the throttle pedal is returned to the idle position. The purpose of the present invention is to provide a direct-coupled control device.

In order to achieve this first object, in the first invention, a replenishment oil passage connecting the hydraulic pressure source and the inside of the torque converter is provided independently, and the switching means is configured to switch when the throttle opening is at the idle position. The replenishment oil passage is configured to open at the position.

Here, if the lockup of the torque converter can be released in a responsive manner by increasing the internal pressure inside the torque converter during gear shifting, and the operating pressure to the hydraulic clutch can be lowered by the increased internal pressure, it would be possible to increase the internal pressure in the torque converter. This makes it possible to ease the shift shock.

In view of the above circumstances, a second object of the present invention is to provide a direct-coupling control device for a torque converter in an automatic transmission for a vehicle, which, in addition to the effects of the first invention, alleviates the shift shock. be.

In a second invention that achieves this second object, in addition to the structure of the first invention, the inlet oil path of the torque converter has a surplus from a regulator valve for regulating the hydraulic pressure to other hydraulic operating parts. The regulator valve is connected to guide pressure, and a supplementary oil passage is independently provided that branches from between the regulator valve and the hydraulic pressure source and leads into the torque converter.

Hereinafter, one embodiment of the present invention will be described with reference to the drawings. First, in Fig. 1, which shows an outline of an automatic transmission for automobiles with four forward speeds and one reverse speed to which the present invention is applied, the output of engine E is 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.

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 impeller 4a supported on the input shaft 5 so as to be relatively rotatable. The stator wheel 4 is connected to the stator wheel 4 via a one-way clutch 7. The torque transmitted from the crankshaft 1 to the pump wheel 2 is hydrodynamically transmitted to the turbine wheel 3, and when the torque is applied during this time, the stator wheel 4 absorbs the reaction force, as is known. bear.

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.

A roller-type direct coupling clutch Cd is provided between the pump impeller 2 and the turbine 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. Further, 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 the inner circumferential wall 3a of the turbine impeller 3 so as to be slidable in the axial direction. A piston 13 is integrally formed at one end of this driven member 12, and this piston 13 slides on a hydraulic cylinder 14 as a hydraulic actuating part provided on the inner circumferential wall 3a of the turbine impeller 3, and the internal pressure of the cylinder 14 and Torque converter T
The internal pressure is applied to both the left and right end surfaces simultaneously.

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 tilted with a constant accuracy θ with respect to the generatrix g (FIG. 2).

Therefore, at the stage when the torque amplification function of the torque converter T is unnecessary, the torque converter T
When a hydraulic pressure higher than the internal pressure of is introduced into the hydraulic cylinder 14, the piston 13, that is, the driven member 12 is pushed toward the driving member 10. 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 is
Since the central axis o thereof is inclined as described above, a relative axial displacement is applied to bring them closer together. As a result, the clutch roller 15 bites between the two conical surfaces 9 and 11, and is mechanically coupled between the two members 10 and 12, that is, between the pump wheel 2 and the turbine wheel 3. Even during such operation of the direct coupling clutch Cd, if the output torque of the engine E exceeds the coupling force and is applied between the blade wheels 2 and 3, the clutch roller 15 will slide against each conical surface 9 and 11. , the above torque is divided into two, a part of the torque is transmitted mechanically through the direct coupling clutch Cd, and the remaining torque is transmitted hydrodynamically through the two wing wheels 2 and 3. A variable power split system is formed in which the ratio of the torque to the latter torque changes depending on the degree of slippage of the clutch roller 15.

When a reverse load is applied to the torque converter T in the operating state of the direct coupling clutch Cd, the rotational speed of the driven member 12 becomes greater than the rotational speed of the driving member 10.
The clutch roller 15 rotates in the Y direction with respect to the clutch roller 15, and accordingly, the clutch roller 15 rotates on its own axis in the opposite direction to the previous direction, applying a relative axial displacement to the members 10 and 12 to separate them 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.

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.

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 _G2.
It consists of a drive gear 19 that can be connected via a drive gear 19, 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 24 connected to the output shaft via a switching clutch Cs and meshing with said gear 23. Furthermore, reverse gear train Gr
a driven gear 25 provided integrally with the driving gear 23 of the fourth gear gear _G4 ; a driven gear 27 connected to the output shaft 6 via the switching clutch Cs;
It consists of an idle gear 26 that meshes with both gears 25 and 27. 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.

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, when the first speed clutch C ₂ is connected, the drive gear 19 is connected to the input shaft 5 and the second speed clutch C 2 is connected.
A fast gear train C ₂ is established and torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train G ₂ . At this time, the first gear clutch _C1 is also engaged, but due to the action of the one-way clutch Co, it is not in first gear but in second gear, which is the same as in third and fourth gears. The same is true. Release the 2nd gear clutch C ₂ and shift to the 3rd gear.
When the speed clutch _C3 is connected, the driven gear 22 is connected to the output shaft 6 to establish the third speed gear train _G3 , and when the third speed clutch _C3 is released, the fourth speed clutch _C4 is connected. Then, the drive gear 23 is connected to the input shaft 5, and the fourth speed gear train _G4 is established. Furthermore, if you move the selector sleeve S of the switching clutch Cs to the right and connect only the 4th gear clutch _C4 ,
A driving gear 25 is connected to the input shaft 5 and a driven gear 2
7 is connected to the output shaft 6 to establish a reverse gear train Gr, and reverse torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train Gr.

The torque transmitted to the output shaft 6 is transmitted from the output gear 28 provided at the end of the output shaft 6 to the large diameter gear Dg of the differential device Df.

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
I will be sent to This pressure oil is called line pressure P.

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 the pressure holding valve 36 returns to the oil tank R via an oil cooler 37.

Hydraulic oil passage 29 is connected to throttle valve Vt and governor valve Vg. 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. Further, the governor valve Vg is driven by the output shaft 6 of the auxiliary transmission M or the large-diameter gear Dg of the differential device Df, and outputs oil pressure proportional to the vehicle speed, that is, governor pressure Pg, to the pilot oil path 49.

The manual valve Vm is divided between an oil passage 39 and an oil passage 40 branched from the hydraulic oil passage 29, and has shift positions such as a neutral position, a drive position, and a reverse position. ，
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 1-2 shift valve V,
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 .

These shift valves V ₁ to _{V 3} have throttle pressure Pt and governor pressure Pg applied to both ends thereof, and shift from the first switching position on the left side to the first switching position on the right side in response to an increase in vehicle speed, that is, an increase in governor pressure Pg. Switching operation to the 2 switching position. i.e. 1-2 shift valve
V ₁ is an oil passage 40 and an oil passage 42 having an orifice 43;
The oil passages 40 and 42 are interposed between the oil passages 40 and 42 at a first switching position when the vehicle speed is low. Therefore, in this state, the first gear clutch C ₁
only engages, and the first gear speed ratio is established.

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 ₃
is established and becomes the speed ratio of the second speed.

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 42 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.

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.

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. An idle release valve 70 is provided.

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. A first pilot hydraulic chamber 52 facing the left end surface of the valve body 51, a second pilot hydraulic chamber 53a facing the right end surface of the valve body 51, and a third pilot hydraulic chamber 53b facing the stepped portion 51a facing the right side of the valve body 51. It has a spring 54 that presses the valve body 51 to the right. First pilot hydraulic chamber 5
2 is in communication with the oil tank R, and the second pilot hydraulic chamber 53a has a hydraulic oil passage ₄ to the fourth speed clutch C4.
A pilot oil passage 90 branched from 7 is connected,
The third pilot hydraulic chamber 53b is equipped with a second speed clutch.
A pilot oil passage 91 branched from the hydraulic oil passage 44 to _C2 is communicated.

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, sandwiching a land 56 therebetween. Oil road 92
and a first replenishment oil path 94 that communicates with the inlet oil path 34 on the downstream side of the restriction 34 and includes a restriction 93.
Controls communication and cutoff between During that communication,
Both oil passages 92 and 93 function to supply pressure oil into the torque converter T by bypassing the throttle 33.

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 connected to the land. 56
It is isolated from the first supplementary oil passage 94, and further isolated from the oil tank R and a drain oil passage 95 branched from the oil passage 71 leading to the hydraulic cylinder 14 of the direct coupling clutch Cd.

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, between them, the oil passage 92 is communicated with the first replenishment oil passage 94 via the annular groove 58, and the oil drain passage 95 is communicated with the first pilot oil pressure chamber via the oil passage 59 bored in the valve body 51. 5
2, that is, it is communicated with 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 passage 94, and the lock-up state of the torque converter T is promoted.

The modulate valve 60 is connected to the output oil passage 61,
A spool valve body 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 Pg from the governor valve Vg, so that the governor pressure Pg is introduced into the first pilot hydraulic chamber 65. In addition, the third pilot hydraulic chamber 69 includes a throttle valve Vt.
Pilot oil passage 48 that guides the throttle pressure Pt from
is in communication with the third pilot hydraulic chamber 6.
Throttle pressure Pt acts on 9. Further, the second pilot hydraulic chamber 69 is communicated with the oil passage 63 via an oil passage 97 provided with a throttle 96 .

In this modulated valve 60, the spool valve body 64 is connected to the throttle pressure Pt and the governor pressure Pg.
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.

The idle release valve 70 includes a second replenishment oil passage 77 that communicates with the hydraulic pump P on the upstream side of the oil passage 63 and the regulator valve Vr and includes a throttle 76, an oil passage 71 that communicates with the hydraulic cylinder 14 of the direct coupling clutch Cd, and a torque It is provided between the inlet oil passage 34 of the converter T and the third replenishment oil passage 78 that communicates with the downstream side of the throttle 34, and moves between the first switching position on the right and the second switching position on the left. a first pilot hydraulic chamber 73 facing the left end face of the valve disc 72; a second pilot hydraulic chamber 74 facing the right end face of the valve disc 72; and a valve housed in the first pilot hydraulic chamber 73. A spring 75 biases the body 72 toward the right first switching position.

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. Further, 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 that communicates with the first pilot hydraulic chamber 73 is provided in the valve body 72.
are drilled in the radial direction.

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 second replenishment oil passage 77 is connected to the third oil passage through the annular groove 80.
The flow rate of the pressure oil from the hydraulic pump P is regulated by the throttle 76 and is communicated with the replenishment oil passage 78 .
The torque converter T is replenished from 8. Also, when the throttle pressure Pt increases by depressing the throttle pedal and overcomes the spring force of the spring 75, the valve body 7
2 switches to the second switching position. In this second switching position, the oil passage 63 is communicated with the oil passage 71 via the annular groove 81, and the second replenishment oil passage 77 is isolated from the third replenishment oil passage 78.

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, pressure oil is replenished into the torque converter T, and the direct coupling clutch is activated.
Disengage Cd, i.e. torque converter T
It functions to release the lockup.

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 force tends to be insufficient just 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 is also reduced, and the lockup release response when the foot is suddenly removed from the throttle pedal is also inferior. However, according to the present invention, when the throttle pedal is in the idle position, the second and third supplementary oil passages 77 and 78 are communicated with each other due to the function of the idle release valve 70, and the pressure oil from the hydraulic pump P flows into the torque converter T. further supplied to. Therefore, the internal pressure of the torque converter T increases, and release of lockup is promoted.

Also, if you take your foot off the throttle pedal while the vehicle is running and perform a gear shift operation, for example, when you are accelerating and take your foot off the throttle pedal to upshift, or when you decelerate and then downshift, it is necessary to take your foot off the throttle pedal. As a result, the pressure oil from the hydraulic pump P is guided into the torque converter T as described above, so the line chamber P is lowered by that amount. As a result, the engagement speed of the newly engaged clutch becomes gentler, and the shift shock is greatly alleviated.

When it is desired to further increase the effect of alleviating the shift shock, the hydraulic pump P is connected to the second replenishment oil passage 7.
Instead of the line that replenishes pressure oil through 7, 1-
A supplementary oil passage may be provided from the downstream side of the throttle 43 in the oil passage 42 between the 2-shift valve V ₁ and the 2-3 shift valve V ₂ to the idle release valve 70, so that the throttling effect of the throttle 42 is reduced. This accelerates the reduction in oil pressure and further eases the shift shock.

As described above, according to the first invention, the replenishment oil passage connecting the hydraulic pressure source and the inside of the torque converter is provided independently, and the switching means switches the replenishment oil passage to the switching position when the throttle opening is at the idle position. Since the throttle pedal is configured to open, when the throttle pedal is released, the internal pressure of the torque converter is increased, thereby quickly releasing the lock-up state of the torque converter caused by the direct coupling mechanism.

Further, according to the second invention, in addition to the configuration of the first invention, the inlet oil path of the torque converter is provided with a regulator valve for guiding surplus pressure oil from a regulator valve for regulating the oil pressure to other hydraulic operating parts. Since the valve is connected and an independent replenishment oil passage is provided which branches from between the regulator valve and the hydraulic power source and leads into the torque converter, when the throttle pedal is released, the effect of the first invention is added. By temporarily lowering the hydraulic pressure to other hydraulically operated parts, the operation for establishing a newly established gear stage becomes gradual, and the shift shock is relaxed.

[Brief explanation of the drawing]

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. Figure 3 is an exploded view of the main parts of the direct coupling clutch. 70...Idle release valve as a switching means,
77, 78... Replenishment oil path, Cd... Direct coupling clutch as a direct coupling mechanism, M... Auxiliary transmission, P... Hydraulic pump as a hydraulic power source, R... Oil tank, T... Torque converter, Vr... Regulator valve.

Claims (1)

[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 direct coupling control device for a torque converter in an automatic transmission for a vehicle, comprising: a switching means having a switching position for releasing the operating pressure of the direct coupling mechanism to an oil tank when the throttle opening is at an idle position; A vehicle characterized in that a replenishment oil passage connecting the inside of the torque converter is provided independently, and the switching means is configured to open the replenishment oil passage at a switching position when a throttle opening is at an idle position. A direct control device for torque converters in automatic transmissions. 2. A hydraulic torque converter connected to an auxiliary transmission capable of selectively switching between different speed ratios; differential pressure between the operating pressure acting on the engagement side and the internal pressure of the torque converter acting on the release side; a direct coupling mechanism capable of mechanically directly coupling the input and output members of the torque converter with an engagement capacity determined by a function of; releasing the operating pressure of the direct coupling mechanism to the oil tank when the throttle opening is at the idle position; In a direct-coupled control device for a torque converter in an automatic transmission for a vehicle, the inlet oil passage of the torque converter includes a switching means having a switching position; The regulator valve is connected to guide surplus pressure oil, and a replenishment oil passage is independently provided that branches from between the regulator valve and the hydraulic pressure source and leads into the torque converter, and the switching means is configured to control the throttle opening. A direct-coupled control device for a torque converter in an automatic transmission for a vehicle, characterized in that the replenishment oil passage is opened at a switching position when the vehicle is at an idle position.