JPS6318055B2 - - Google Patents

Description

[Detailed description of the invention]

[Field of Application of the Invention] The present invention relates to a direct clutch control device for an electronically controlled automatic transmission equipped with a torque converter with a direct clutch and a planetary gear transmission mechanism with a hydraulic servo. [Prior Art] Conventionally, in order to prevent power loss in the torque converter and reduce fuel consumption, the torque converter is provided with a direct coupling clutch, and the direct coupling clutch is controlled by a control valve such as a solenoid valve depending on the driving condition of the vehicle. A control method has been proposed. Generally, when the vehicle is idling or at low speed, the direct coupling clutch is controlled to be released in order to prevent the engine from stalling and stopping when the vehicle is stopped. [Problems to be Solved by the Invention] However, solenoid valves are generally configured to selectively discharge the pressure oil in the oil passage in which the solenoid valve is installed. If a solenoid valve is installed in an oil passage to which pressure oil is constantly supplied, and the solenoid valve closes when the direct coupling clutch is engaged and opens when the direct coupling clutch is released to discharge the pressure oil in the oil passage, the When the oil pump output is low, such as at low speeds, the pressure oil in the oil passage is discharged to release the direct coupling clutch, so the hydraulic oil pressure decreases and the amount of lubricating oil in the automatic transmission becomes insufficient. There was a problem. In order to eliminate such drawbacks, the present invention uses a high speed gear signal of an automatic transmission as a control signal for a torque converter direct coupling clutch, and provides a solenoid valve for controlling a lock-up shift valve in an oil path to which the high speed signal is supplied. By not supplying hydraulic pressure to the solenoid valve when the vehicle is idling or in a low gear position, leakage of pressure oil from the solenoid valve is eliminated, and even when the oil pump discharge amount is low, such as when the vehicle is idling or in a low gear position, the automatic transmission can be operated. This is to ensure the amount of lubricating oil. [Means for Solving the Problems] The torque converter direct-coupled clutch control device for an automatic transmission according to the present invention has a first oil passage 112 to which hydraulic pressure is supplied at the second or higher speed gears of the vehicle, and a vehicle speed signal. a governor control valve 310 that connects the first oil passage to the second oil passage 140 when a certain governor pressure is input and the governor pressure is equal to or higher than a predetermined value; a lock-up shift valve 300 that switches between engagement and release of the direct coupling clutch according to the oil pressure in the oil passage; and a solenoid valve 390 that controls the supply and discharge of the oil pressure in the second oil passage depending on the vehicle running state. The lock-up shift valve controls the direct coupling clutch in accordance with the operation of the solenoid valve only when the vehicle is in a high speed of second or higher, and operates to forcibly release the direct coupling clutch when the vehicle is in a low gear. It is characterized by [Operations and Effects of the Invention] In the torque converter direct-coupled clutch control device of the present invention, the solenoid valve for controlling the lock-up shift valve is provided in the oil path to which the high-speed gear signal is supplied, so that the Since oil pressure is not supplied to the solenoid valve, there is no leakage of pressure oil from the solenoid valve, and even when the oil pump output is low, such as when idling or in low gear, the hydraulic oil pressure does not drop, and the lubricating oil for automatic transmissions is maintained. This has the effect of being able to secure the quantity. [Example] The present invention will be described in detail below with reference to the accompanying drawings. FIG. 1 is a schematic diagram showing an example of a hydraulic automatic transmission with an overdrive device. This automatic transmission includes a torque converter 1 with a direct coupling clutch, an overdrive mechanism 2, and a gear transmission mechanism 3 with three forward speeds and one reverse speed. The pump 5 is connected to the engine crankshaft 8, and the turbine shaft 9 forms the output shaft of the torque converter 1. This also serves as the input shaft of the overdrive mechanism 2, which is connected to the overdrive mechanism. It is connected to a carrier 10 of a planetary gear set. Further, a direct coupling clutch 50 is provided between the engine crankshaft 8 and the turbine shaft 9, and mechanically couples the engine crankshaft 8 and the turbine shaft 9 when the direct coupling clutch 50 is operated. A planetary pinion 14 rotatably supported by a carrier 10 meshes with a sun gear 11 and a ring gear 15. A multi-plate clutch 12 and a one-way clutch 13 are provided between the sun gear 11 and the carrier 10, and a housing or overdrive case 16 containing the sun gear 11 and the overdrive mechanism is provided.
A multi-plate brake 19 is provided between them. The ring gear 15 of the overdrive mechanism 2 is connected to the input shaft 23 of the gear transmission mechanism 3. A multi-plate clutch 24 is provided between the input shaft 23 and the intermediate shaft 29, and a multi-disc clutch 24 is provided between the input shaft 23 and the sun gear shaft 3.
A multi-plate clutch 25 is provided between the clutches 0 and 0.
Sun gear shaft 30 and transmission case 18
A multi-disc brake 26 and a one-way clutch 27 are provided between the
A multi-disc brake 28 is provided via. The sun gear 32 provided on the sun gear shaft 30 includes a carrier 33, a planetary pinion 34 supported by the carrier 33, a ring gear 35 meshing with the pinion, another carrier 36, and a planetary pinion 34 supported by the carrier 33. planetary pinion 3
7. Together with the ring gear 38 that meshes with the pinion, it constitutes a two-row planetary gear mechanism. A ring gear 35 in one planetary gear mechanism is connected to an intermediate shaft 29. Further, the carrier 33 in this planetary gear mechanism is connected to a ring gear 38 in the other planetary gear mechanism, and these carriers and ring gear are connected to an output shaft 39. Further, a multi-disc brake 40 is provided between the carrier 36 and the transmission case 18 in the other planetary gear mechanism.
A one-way clutch 41 is provided. Such a hydraulic automatic transmission with an overdrive device engages or releases each clutch and brake according to the engine output and the vehicle speed by a hydraulic control device, which will be explained in detail below, and generates an overdrive (O/ It is designed to perform four forward gear shifts including D) or one reverse gear shift by manual switching. Table 1 shows the gear positions and operating conditions of the clutch and brake. Here, ◯ indicates that each clutch and brake are in an engaged state, and x indicates that they are in a released state.

[Table] FIG. 2 is a hydraulic circuit showing an embodiment of a hydraulic control system for an automatic transmission including a torque converter direct-coupled clutch control system of the present invention. This hydraulic control device includes an oil reservoir 100, an oil pump 101, and a pressure regulating valve 20.
0, speed selection valve 210, 1-2 shift valve 220, 2-
3 shift valve 230, throttle valve 240, cutback valve 250, governor pressure 260, overdrive shift valve 270, solenoid valve 280, relief valve 290, lock-up shift valve 300, governor control valve 310, check valve 330,3
Various valves 40, 350, 360, 370, 380, clutches 12, 24, 25 and brake 1
Hydraulic cylinders 12A, 24A, 25A, 19A of hydraulic servos that operate 9, 26, 28, 40,
26A, 28A, 40A, solenoid valve 390,
It is composed of an electric circuit 400 and various other hydraulic circuits arranged between these various valves and hydraulic cylinders. The operation of this hydraulic control device will be explained below. Hydraulic control device hydraulic pressure, torque converter 1
The source of the hydraulic oil and lubricating oil for each part is the oil pump 10.
1, and the oil pump 101 is directly connected to the engine.
is driven to suck oil from the oil reservoir 100 and discharge it to the oil passage 102. The oil pressure in the oil passage 102 is the source of all working oil pressure and is called line pressure. The line pressure is adjusted to a predetermined pressure by a pressure regulating valve 200, as will be described later. Relief valve 2
90 is a relief valve used when line pressure becomes abnormally high. Oil is supplied from an oil passage 103 to the torque converter 1 and each lubricating location through a pressure regulating valve 200. The speed selection valve 210 consists of a spool 211 that moves by operating a driver's seat lever, and changes the line pressure of the oil passage 102 to the second level depending on the lever selection position.
Oil passages 104, 105, 106, 107 as shown in the table
It serves as a guide to. A circle mark in Table 2 indicates that the line pressure is guided to the oil passage marked with a circle at each selected position, and a single mark indicates that line pressure is not guided to the oil passage marked in that column at the selected position. represents. The operation of the automatic transmission at each selected position is as follows: R position is reverse, N position is reverse.
The position is neutral, the D position is automatic shifting to four forward speeds, the 2nd position is automatic shifting between first and second forward speeds, and the L position is a fixed position for first forward speed.

[Table] In the D position, line pressure is sent from the oil passage 104 to the hydraulic cylinder 24A, and the clutch 24 is always engaged. Also, forward 1st speed, 2nd speed, 3rd speed
In the high speed state, the clutch 12 is engaged as will be described later. Oil passage 104 changes line pressure to 1-2 shift valve 2
The 1-2 shift valve 220, which leads to the 20 and governor valve 260, is made up of spools 221, 222 and a spring 223. In the first speed, the spool 221 is located at the lower side in the figure and does not lead the pressure oil in the oil passage 104 to either. In the second, third, and fourth speeds, the spool 221 moves upward in the drawing due to the action of the governor pressure from the oil passage 111, and guides the pressure oil in the oil passage 104 to the oil passage 112. Oil passage 112 is 2-3 shift valve 2
30 and the hydraulic cylinder 28A of the brake 28 to send pressure oil to the hydraulic cylinder 28A and operate the brake 28. In this embodiment, the hydraulic servo of the brake 28 is a hydraulic servo in which pressure is exhausted in the first gear, and hydraulic pressure is supplied in the gears in which the other direct coupling clutches are engaged. brake 2
8 is engaged, the power transmission mechanism enters the second speed state as shown in Table 1. 2-3 shift valve 230 has spools 231, 23
2 and a spring 233. In the first speed and second speed, the spool 231 is located at the lower part of the figure, and in the third speed.
In the fourth speed, the spool 231 moves upward in the drawing due to the action of the governor pressure from the oil passage 111, leading the pressure oil in the oil passage 112 to the oil passage 113, and supplying pressure oil to the hydraulic cylinder 25A of the clutch 25. Activate the feed clutch 25. When the clutch 25 is engaged, the power transmission mechanism shifts to the third position as shown in Table 1.
Be in a state of speed. Overdrive shift valve 270 is spool 27
1, sleeve 272, spring 273, oil chamber 2
74, 275, 276, oil chamber 274, 2
75, 276 depending on the pressure oil acting on the oil passage 102.
The communication between the oil passage 117 or the oil passage 118 is switched. Solenoid valve 280 is controlled by an overdrive selector switch 500 provided at the driver's seat. Overdrive selector switch 500 is OFF
In this case, the opening 284 is closed. The pressure oil supplied through the oil passage 102 is supplied to the oil passage 119, the check valve 330, the oil passage 120, the check valve 340, and the oil passage 1.
The oil chamber 274 of the overdrive shift valve 270 is supplied through the spool 271 and the sleeve 2.
72 is held at the lower position as shown in the figure. When overdrive selector switch 500 is ON, opening 284 is opened. The pressure oil in the oil chamber 274 is supplied to the oil passage 122, the check valve 340, the oil passage 120,
It is discharged from the discharge port 285 via the check valve 330, the oil passage 119, and the opening 284. A check valve 340 and an oil passage 122 are connected to the oil chamber 274 from the oil passage 108.
Throttle pressure is supplied to the oil chamber 276 through the oil passage 111, and governor pressure is supplied to the oil chamber 276 from the oil passage 111, and the spool 271 is controlled in relation to the sizes of both. Overdrive selector switch 500 is OFF
At this time, the line pressure of the oil passage 102 is acting on the oil chamber 274 of the overdrive shift valve 270, so the spool 271 and the sleeve 272 are held downward in the figure, and the pressure oil of the oil passage 102 is applied to the oil chamber 274 of the overdrive shift valve 270.
7. It is sent to the hydraulic cylinder 12A of the clutch 12 via the check valve 370, and the clutch 12 is actuated. When overdrive changeover switch 500 is ON, throttle pressure is applied to oil chamber 274 of overdrive shift valve 270 from oil passage 108 . The spool 271 of the overdrive shift valve 270 is controlled by pressure oil acting on an oil chamber 274 and an oil chamber 276.
In the third speed state, the oil passage 102 is located at the lower part of the diagram.
Pressure oil is sent to the hydraulic cylinder 12A via the oil passage 117 and the check valve 370 to operate the clutch 12. When the governor pressure increases and the spool 271 moves upward in the figure, the oil passage 117 is connected to the discharge port 278 and the clutch 12 is released, and the pressure oil in the oil passage 102 is discharged to the oil passage 118 and the check valve 380.
The signal is sent to the hydraulic cylinder 19A of the brake 19 through the brake 19, and the brake 19 is operated to be in the fourth speed (overdrive) state. In the second position, line pressure is supplied to oil passage 104 and oil passage 105. The pressure oil led to the oil passage 105 is led to the oil chamber 234 of the 2-3 shift valve 230, and holds the spools 231 and 232 in the downward direction in the figure.
The spool 27 is also guided to the oil chamber 274 of the overdrive shift valve 270 via the check valve 330, oil passage 120, check valve 340, and oil passage 122.
1. Hold the sleeve 272 in the lower position shown in the figure. The pressure oil in the oil passage 104 is supplied to the hydraulic cylinder 24 of the clutch 24.
A and the 1-2 shift valve 220. When the 1-2 shift valve 220 is not in the first speed state, the pressure oil in the oil passage 104 is sent to the hydraulic cylinder 28A via the oil passage 112, and the brake 28 is operated. Further, the pressure oil in the oil passage 105 is supplied to the hydraulic cylinder 26A of the brake 26 via the 2-3 shift valve 230 and the oil passages 114 and 115, and the brake 26 is operated. When the clutches 24, 12 and the brakes 26, 28 are engaged, the power transmission mechanism is in the second speed state as shown in Table 1. 1-2
When the swift valve 220 is in the first speed state, the spool 221 moves downward in the figure, the oil passage 112 is connected to the oil drain port 225, and the pressure oil in the hydraulic cylinder 28A is discharged from the oil drain port 225 via the oil passage 112. The oil is discharged, the brake 28 is released, the oil passage 115 is connected to the oil drain port 226, the pressure oil in the hydraulic cylinder 26A is drained from the oil drain port 226, the brake 26 is released, and the power transmission mechanism is in the first speed state. become. In the L position, oil passages 104, 105, 10
Line pressure is introduced to 6. The pressure oil led to the oil passage 104 operates the clutch 24 in the same manner as in each gear position in the D position. The pressure oil guided to the oil passage 105 passes through the oil chamber 234 and holds the spools 231 and 232 of the 2-3 shift valve 230 in the downward direction in the figure, and also holds the spool 2 of the overdrive shift valve 270.
71, hold the sleeve 272 in the downward direction shown in the figure. The pressure oil led to the oil passage 106 is transferred to the 1-2 shift valve 220
The oil acts on the oil chamber 224 to hold the spools 221 and 222 in the downward direction in the figure, and is sent to the hydraulic cylinder 40A of the brake 40 through the oil passage 116 to operate the brake 40. When the clutches 24, 12 and brake 40 are engaged in this way, the first
As shown in the table, the power transmission mechanism is in the first speed state. At the R position, line pressure is introduced into the oil passages 106 and 107. The pressure oil led to the oil passage 107 is led to the oil chamber 206 of the pressure regulating valve 200 and acts to increase the line pressure, and is also led to the oil passage 113 via the 2-3 shift valve 230 and operates the clutch 25. Activate. Also, the pressure oil in the oil passage 107 is 1-
The oil is guided to the oil passage 116 via the second shift valve 220 and operates the brake 40. Clutch 24 is also actuated. In this way, the clutches 24, 12,
When the brake 40 is engaged, the power transmission mechanism enters the reverse state as shown in Table 1. Governor valve 260 is attached to output shaft 39 in FIG. The governor valve 260 has a hydraulic pressure that is a function of the output shaft rotational speed due to the balance between centrifugal force, spring force, and hydraulic pressure, that is, a hydraulic pressure that increases as the output shaft rotational speed increases. ) is generated in the oil passage 111. The throttle valve 240 includes a spool 241, a downshift plug 242, and springs 243, 24.
4. Consisting of oil chambers 245, 246, the force of the spring 244 and the oil chamber 245 due to the movement of the downshift plug 242 in conjunction with the movement of the accelerator pedal.
246, a throttle pressure proportional to the throttle opening is generated in the oil passage 108. The throttle pressure of the oil passage 108 is 1
It is supplied to the -2 shift valve 220, the 2-3 shift valve 230, and the overdrive shift valve 270, and controls the timing of gear changes according to the engine load state. In addition, when a kickdown is necessary, if the accelerator pedal is strongly depressed, the downshift plug 242 moves upward, and the oil passage 102 passes through the oil passage 109 and passes through the 1-2 shift valve 220, the 2-3 shift valve 230, and the check valve 350. Guided to the drive shift valve 270, the spools 221, 231,
A downshift is performed from 4th speed to 3rd speed, from 3rd speed to 2nd speed, or from 2nd speed to 1st speed in balance with the governor pressure acting on the lower end of 271. The cutback valve 250 generates cutback pressure in the oil passage 110 by the balance of pressure oil.
The cutback pressure in the oil passage 110 is controlled by the throttle valve 24.
0 to lower the throttle pressure and prevent unnecessary power loss due to the oil pump. The pressure regulating valve 200 generates line pressure in the oil passage 102 by balancing the pressure oil and the force of the spring 203. The check valves 370 and 380 are check balls,
Each consists of an orifice and a hole. Next, the control circuit for the direct coupling clutch 50 of the torque converter 1, which is the gist of the present invention, will be explained. The lock-up shift valve 300 has a spool 30
1, a spring 302, and an oil chamber 303, the oil chamber 303 is connected to a governor control valve 310 via an oil passage 140, and an orifice 320 is provided in the oil passage 140. When oil pressure is not acting on the oil chamber 303, the spool 301 is positioned downward in the figure due to the spring 302, and the oil passage 103
and the oil passage 130. Pressure oil in oil passage 103 passes through oil passage 130 to release direct coupling clutch 50, circulates within torque converter 1, and is discharged from oil passage 132 via oil passage 131. When hydraulic pressure acts on the oil chamber 303, the spool 301 is moved by the spring 302.
Press and move upward in the diagram to connect oil passage 103 and oil passage 1.
Contact 31. The pressure oil in the oil passage 103 is the oil passage 13.
1 to operate the direct coupling clutch 50. The governor control valve 310 is connected to the spool 31
1. Consists of a spring 312 and an oil chamber 313. When the governor pressure acting on the oil chamber 313 is below a predetermined value, the spool 311 is positioned upward in the figure by the spring 312, and in this embodiment, the pressure is exhausted during the first speed. The oil passage 113 connected to the oil supply/discharge passage 112 to the hydraulic cylinder 28A of the hydraulic servo is shut off. When the governor pressure acting on the oil chamber 313 exceeds a predetermined value, the spool 311 moves downward in the figure against the spring 312 to connect the oil passage 113 to the oil passage 140. The solenoid valve 390 is a valve port 3 provided to leak oil pressure from a lock-up shift valve side oil passage 141 of an oil passage 140 separated by an orifice 320.
91, moving core 3 that opens and closes the valve port 391
92, consisting of a spring 393 that biases the moving core 392 in the direction of the valve port 391, an oil drain port 394, and an electromagnetic solenoid 395, and is controlled by an electric circuit 400 to be described later, and when energized, the valve port 391
is opened to allow the oil pressure in the oil passage 141 to leak from the oil drain port 394, and when the valve is not energized, the valve port 391 is closed to allow the oil pressure in the oil passage 14 to leak from the oil drain port 394.
Hold the oil pressure at 1. The electric circuit 400 receives input signals such as a gear change signal, road surface inclination, vehicle acceleration/deceleration, etc., and operates a solenoid valve 390.
energizes to control the lock-up shift valve 300. 1st forward speed...Since no pressure oil is supplied to the oil passage 113, the oil chamber 30 of the lock-up shift valve 300
No pressure oil acts on the spool 30 by the spring 302 regardless of the action of the solenoid valve 390.
1 is located at the bottom in the figure and communicates the oil passage 103 and the oil passage 130. Pressure oil supplied from the oil passage 103 passes through the oil passage 130, releases the direct coupling clutch 50 of the torque converter 1, circulates within the torque converter 1, passes through the oil passage 131, and reaches the oil drain port 132 via the lock-up shift valve 300. more excreted. That is, at the first forward speed, the direct coupling clutch 50 is connected to the solenoid valve 3.
90, the electric circuit 400, and the governor control valve 310, regardless of any malfunction, failure, or operation thereof. Therefore, even if the vehicle is stopped after the vehicle has decelerated to the first speed, the direct coupling clutch is reliably released and engine stall is prevented. During forward 2nd, 3rd, and 4th gears... In these gears, the vehicle speed is high and the governor control valve 31
When the spool 311 of 0 is at the bottom in the figure, the oil path 1
13 and oil passage 140 communicate with each other. In this state, when the solenoid valve 390 is de-energized by the electric circuit 400, the oil pressure from the hydraulic cylinder 28A enters the oil passage 140, and the oil pressure acting on the oil chamber 303 of the lock-up shift valve 300 sets the spool 301 upward in the figure. The oil passage 103 connects to the oil passage 131,
Direct coupling clutch 50 is engaged. Also, the electric circuit 40
When the solenoid valve 390 is energized with an output of 0, the hydraulic pressure in the oil passage 141 is exhausted and the spool 3
01 is set upward in the drawing, and the direct coupling clutch 50 is released. In the hydraulic control circuit of this embodiment, the hydraulic cylinder 28A of the hydraulic servo, which is depressurized when in the first gear, and the lock-up shift valve 300 are connected via the governor control valve 310. However, the governor control valve 310 is not essential to the present invention, and the hydraulic cylinder 28
A and the lock-up shift valve 300 may be in direct communication. As explained above, the torque converter direct-coupled clutch control device of the present invention uses the high-speed gear signal of the automatic transmission as a control signal for the direct-coupled clutch. This has the effect of preventing the engine from stalling when the vehicle is stopped even if a failure occurs. In addition, since the solenoid valve that controls the lock-up shift valve is installed in the oil path to which the high-speed gear signal is supplied, hydraulic pressure is not supplied to the solenoid valve in the vehicle's low gear, eliminating leakage from the solenoid valve and preventing it from idling. This has the effect that the amount of lubricating oil for the automatic transmission can be ensured even when the discharge amount of the oil pump is small.

[Brief explanation of the drawing]

Figure 1 is a schematic diagram of a hydraulic automatic transmission with an overdrive device and a clutch directly connected to a torque converter.
FIG. 2 is a hydraulic control circuit diagram of an automatic transmission including the torque converter direct-coupled clutch control device of the present invention. In the figure, 1...torque converter, 50...torque converter direct coupling clutch, 112...first oil path, 1
40...Second oil passage, 300...Lock up shift valve, 310...Governor control valve, 390...Solenoid valve.

Claims (1)

[Claims] 1. In a torque converter direct coupling clutch control device for an automatic transmission, which includes a gear transmission mechanism that is switched between a torque converter and a plurality of gears, and a direct coupling clutch that directly couples the torque converter, the hydraulic a first oil passage to which is supplied; a governor control valve that inputs a governor pressure, which is a vehicle speed signal, and connects the first oil passage to a second oil passage when the governor pressure is equal to or higher than a predetermined value; Second
a lock-up shift valve that is connected to the oil passage and switches between engagement and release of the direct coupling clutch according to the oil pressure in the second oil passage; The lock-up shift valve controls the direct coupling clutch according to the operation of the solenoid valve only when the vehicle is at a high speed of 2 or higher, and when the vehicle is at a low speed, the lock-up shift valve controls the direct coupling clutch. A torque converter direct-coupled clutch control device for an automatic transmission, characterized in that it operates to forcibly release the clutch.