JPH025948B2 - - Google Patents

Description

[Detailed description of the invention]

[Industrial Field of Application] The present invention relates to a direct clutch control circuit device for an automatic transmission. [Prior Art] Conventionally, a direct coupling clutch control device for an automatic transmission as described in Japanese Patent Application Laid-Open No. 52-106066 has a hydraulic power source, an engagement oil passage and a disengagement oil passage of a direct coupling clutch,
a direct coupling clutch control valve that switches communication between the hydraulic power source and the engaging oil passage or the disengaging oil passage of the direct coupling clutch; and communicates the released oil passage with the discharge passage, and when the direct coupling clutch is released, the oil pressure source and the released oil passage are connected, and the engaged oil passage and the discharge passage are connected. There is. [Problems to be Solved by the Invention] However, in such a conventional direct-coupled clutch control circuit device for an automatic transmission, the direct-coupled clutch control valve may become stuck at the direct-coupled clutch engagement position due to malfunction or foreign matter. If this happens, the direct coupling clutch will be engaged all the time, and when the vehicle is stopped, the engine output shaft and automatic transmission input shaft will be connected without going through the torque converter, which may cause the engine to stop. , there is a problem that it becomes difficult to start the vehicle. The present invention solves these conventional problems, and even if the direct coupling clutch control valve becomes stuck in the direct coupling clutch engagement position due to malfunction or foreign matter, it is possible to operate the shift lever (manual valve). When set to a set position, for example, L range, which is a low forward speed position, or R range, which is a reverse position, the direct coupling clutch is forcibly released, allowing the vehicle to start. [Means for Solving the Problems] The direct coupling clutch control circuit device for an automatic transmission of the present invention provides a direct coupling clutch control circuit device for an automatic transmission including a torque converter with a direct coupling clutch and a transmission with a hydraulic servo.
A hydraulic source 101, a first regulator valve 102 that regulates the hydraulic pressure supplied from the hydraulic source and outputs it as line pressure, and a second regulator that regulates the line pressure and outputs a regulator pressure lower than the line pressure. Valve 103 and engagement oil path 1D of direct coupling clutch
and a release oil passage 1C, and a direct coupling clutch control valve 120 that controls the engagement or release of the direct coupling clutch by switching the supply of the regulator pressure to the engagement oil passage or the release oil passage of the direct coupling clutch;
Equipped with a manual valve 210 that manually supplies line pressure to the setting circuit and switches the speed range,
The direct coupling clutch control valve is connected to a first oil passage 1A to which the regulator pressure is supplied at the direct coupling clutch engagement position.
and the engagement oil passage 1D, and the release oil passage 1C and the first discharge passage 4, and the first oil passage 1A to which the regulator pressure is supplied at the direct coupling clutch release position and the release oil 1C, and connects the engaging oil passage 1D and the second discharge passage 1E, and at the setting positions L and R of the manual valve, line pressure is applied to the first discharge passage 4. When the direct coupling clutch is engaged, line pressure is supplied to the release oil passage 1C to overcome the regulator pressure and forcibly release the direct coupling clutch. Note that the numbers added to the above configurations are for comparison with the drawings to facilitate understanding, and are not intended to limit the configurations of the present invention. [Operation and Effects of the Invention] According to the direct coupling clutch control circuit device for an automatic transmission of the present invention, in an automatic transmission equipped with a torque converter with a direct coupling clutch and a transmission with a hydraulic servo, the hydraulic power source 101 and the hydraulic power source A first regulator valve 102 that regulates the hydraulic pressure supplied from the line pressure and outputs it as line pressure, and a second regulator valve that regulates the line pressure and outputs a regulator pressure lower than the line pressure.
By switching the regulator valve 103, the engagement oil passage 1D and the release oil passage 1C of the direct coupling clutch, and the supply of the regulator pressure to the engagement oil passage or the release oil passage of the direct coupling clutch, the direct coupling clutch can be engaged or released. Direct coupling clutch control valve 12 for controlling release
0, and a manual valve 210 that manually supplies line pressure to a setting circuit to switch the speed range, and the direct coupling clutch control valve has a first hydraulic pressure to which the regulator pressure is supplied at the direct coupling clutch engagement position. The passage 1A communicates with the engagement oil passage 1D, and the release oil passage 1C communicates with the first discharge passage 4, and the first oil passage 1A, to which the regulator pressure is supplied at the direct coupling clutch release position, and the It is configured to communicate with the release oil passage 1C and the engagement oil passage 1D with the second discharge passage 1E, and in the set position of the manual valve, for example, the forward low speed position or the reverse movement position, the first Line pressure is supplied to the discharge passage 4, and line pressure is supplied to the release oil passage 1C at the direct coupling clutch engagement position, so that the direct coupling clutch is forcibly released by overcoming the regulator pressure. Even if the control valve becomes stuck at the direct coupling clutch engagement position due to malfunction or foreign matter, the shift lever (manual valve) will remain in the set position, such as L range, which is the low forward speed position, and R range, which is the reverse position. Since pressurized oil is supplied to the direct coupling clutch release oil path and the direct coupling clutch is forcibly released, the output shaft of the engine and the input shaft of the automatic transmission are connected without going through a torque converter when the vehicle is stopped. This has the effect of preventing the engine from stopping and not impairing the vehicle's ability to start. Further, the direct coupling clutch control valve is configured such that in the set position of the manual valve, hydraulic pressure is applied toward the direct coupling clutch engagement position and the direct coupling clutch releasing position. Even if the direct coupling clutch is stuck in the engaged position due to such reasons, if the shift lever (manual valve) is set to the L range, which is the low forward speed position, and the R range, which is the reverse position, for example,
Since the direct coupling clutch control valve is forcibly moved from the direct coupling clutch engagement position to the direct coupling clutch releasing position, the sticking of the direct coupling clutch control valve is eliminated, and regardless of the set position of the shift lever (manual valve), When the vehicle is stopped, the output shaft of the engine and the input shaft of the automatic transmission are no longer connected without the aid of a torque converter, which has the effect of preventing engine stop and not impairing the start of the vehicle. [Example] Next, the present invention will be explained based on an example shown in the drawings. FIG. 1 shows a direct coupling clutch control circuit device 500 which is part of a hydraulic control system for an automatic transmission with a direct coupling clutch for four forward speeds. The direct clutch control circuit device 500 includes a first regulator valve 102, a second regulator valve 103,
Cutback valve 104, direct clutch control valve 12
0, throttle valve 200, manual valve 210,
It consists of a solenoid valve 340 that controls the direct coupling clutch control valve 120, an oil passage connecting them, and an engagement oil passage 1D and a release oil passage 1C of the direct coupling clutch 50 that connects the torque converter 10 and the direct coupling clutch control valve 120. . Hydraulic oil pumped up from the oil reservoir 100 by the oil pump 101 is adjusted to a predetermined oil pressure (line pressure) by the first regulator valve 102 and then supplied to the oil path 1 . The pressure oil supplied to the second regulator valve 103 through the oil passage 1A connected to the oil passage 1 via the orifice 51 is adjusted to a predetermined torque converter pressure, that is, regulator pressure, lubricating oil pressure, and The pressure is regulated to the cooler pressure. In the throttle valve 200, a throttle plunger 201 strokes in accordance with the amount of depression of the accelerator pedal, and a spool 202 is moved via a spring 203 between the plunger 201 and a spool 202 on which a spring 204 is installed. The line pressure supplied from the throttle valve is regulated to the throttle pressure according to the throttle opening and output to the oil passage 9. A manual valve 210, which is connected to the oil passage 1, has a valve body 211 connected to a shift lever installed in the driver's seat, and is manually operated to switch to P (park), R (reverse), or R (reverse) depending on the range of the shift lever. Move to the N (neutral), D (drive), 3 (third), and L (low) positions. The table shows the communication state between oil passage 1 and oil passages 2 to 5 in the shift range of each shift lever. ○ indicates a case where line pressure is supplied through communication. × represents a state where the pressure is exhausted.

[Table] When line pressure is supplied as shown in the table and Figures 2 to 7, the hydraulic control device automatically adjusts the frictional engagement elements of the automatic transmission according to vehicle operating conditions such as vehicle speed and throttle opening. That is, by selectively engaging or releasing each clutch and brake, the automatic transmission can be set to any of the following: stop, forward 1st to 4th gears, forward 1st and 2nd gears with engine braking, reverse, etc. set to state. When the manual valve 210 is shifted to the N range, the oil passage 1 does not communicate with any of the oil passages 2 to 5 and is set to a stopped state. When the manual valve 210 is shifted to the D range, line pressure is supplied to the oil passage 2, and the speed is changed from 1st gear←→2nd gear←→3rd gear←→4th gear depending on the driving conditions of the vehicle. It is set as follows. When the manual valve 210 is shifted to the 3rd range, line pressure is supplied to the oil passage 3 in addition to the oil passage 2, and depending on the driving conditions of the vehicle, 1st gear ← → 2nd gear where engine braking is applied ← → 2nd gear It is set to shift to 3rd gear. When the manual valve 210 is shifted to the L range, line pressure is supplied not only to oil passages 2 and 3 but also to the set oil passage, that is, oil passage 4, and the engine brake is activated in 1st gear according to the driving conditions of the vehicle. →The gear is set to shift to 2nd gear. Furthermore, when the manual valve 210 is shifted to the R range, line pressure is supplied to the oil passage 5, and thereby the hydraulic control device selectively engages or disengages the frictional engagement elements of the automatic transmission to shift to reverse. The line pressure is also supplied to the oil passage 4. This is one of the gist of the present invention. When the manual valve 210 is shifted to the P range, line pressure is supplied to the oil passage 4, but the automatic transmission is set to a stopped state. The torque converter 10 with a direct coupling clutch includes:
Release oil passage 1C and engagement oil passage 1D of direct coupling clutch 50
are connected. The direct coupling clutch control valve 120 has three lands 1
A lock-up valve body 122 having 22A, 122B, and 122C is attached to the lower side in the figure, and a lock-up valve body 123 having a sleeve shape and having a spring 121 on its back is attached to the upper side in the figure. 122A, land 122
B, an oil chamber 126 and an oil chamber 127 between the land 122C, an oil chamber 128 in the gap between the two valve bodies 122 and 123, and an oil port 128A thereof are formed, respectively. The upper end oil chamber 125 has an oil passage 1 and an orifice 34.
2, and a solenoid valve 340 is installed. Lower end oil chamber 1
The oil passage 2A, which communicates with the oil passage 2 via the 1-2 shift valve 220, communicates with the oil passage 24. When the lock-up valve body 122 is set to the release side (lower side in the figure), the direct coupling clutch control valve 120 opens the oil chamber 12.
6 communicates with the discharge passage 1E and the engagement oil passage 1D, and the oil chamber 127 communicates with the oil passage 1A and release oil passage 1C to which the torque converter pressure is introduced. Furthermore, when the lock-up valve body 122 is set on the engagement side (upper side in the figure), the oil chamber 126 is located in the oil passage 1.
A and the engagement oil passage 1D, and the oil chamber 127 communicates with the discharge port 129 of the direct coupling clutch engagement circuit to which the release oil passage and the setting oil passage, which is the gist of the present invention, that is, the oil passage 4 are connected. A solenoid valve 340 that controls the direct coupling clutch control valve 120 is configured to close the upper end oil chamber 125 when not energized.
A high level solenoid pressure is generated in the upper end of the upper end when the current is applied. The pressure in the oil chamber 125 is evacuated and the solenoid pressure is reversed to a low level. Next, the operation of the direct coupling clutch control valve 120 when it is normal will be explained. The manual valve 210 is shifted to each range D or 3, line pressure is generated in the oil passage 2, and 1-
When the 2-shift valve 220 is set to the 2nd speed side, line pressure is generated in the oil passage 2A and is supplied to the lower end oil chamber 124 of the direct coupling clutch control valve 120. When the solenoid valve 340 is energized by this line pressure and the oil pressure in the upper end oil chamber 125 is at a low level, the valve body 1 of the direct coupling clutch control valve 120
22 and 123 are moved upward in the figure, the oil passage 1A and the oil passage 1D are connected, and the direct coupling clutch 50 provided in the torque converter 10 is engaged, so that the torque converter 10 is in the direct coupling state. There is no line pressure in oil passage 2A or oil passage 2
Even if line pressure is generated at A, the solenoid valve 340 is de-energized, and when high-level solenoid pressure is generated in the upper end oil chamber 125, the valve body 122, 123 is set at the bottom in the figure. While the lock-up valve body 122 is set downward in the drawing, the oil passage 1A is connected to the oil passage 1C, the torque converter direct coupling clutch 50 is released, and the torque converter 10 is in the torque converter state. The solenoid valve 340 is energized when the vehicle speed and throttle opening are greater than set values. Next, the operation when the direct coupling clutch control valve 120 is stuck on the engagement side will be explained. When the direct coupling clutch control valve 120 is stuck on the engagement side while driving in the D range, 3 range, etc., that is, when the lock-up valve body 122 and the lock-up pre-release valve body 123 are stuck upward in the figure, the torque converter pressure is reduced to the oil path 1A. From oil chamber 1
26→engagement oil path 1D→torque converter 10→release oil path 1C→oil chamber 127→discharge port 129. oil, and the direct coupling clutch 50 is engaged. In this case, when the manual valve 210 is shifted to the L range or the R range, line pressure is supplied to the oil passage 4. Since the line pressure is higher than the torque converter pressure,
Due to the line pressure supplied from the oil passage 4 to the oil chamber 127 via the discharge port 129, the flow of hydraulic oil is reversed, and the hydraulic oil flows from the oil chamber 127 to the released oil passage 1C to the torque converter 10 to the engaged oil chamber. Joint oil passage 1D → oil chamber 126
→Flows through the release circuit in the order of the oil drain path 1E, and the direct coupling clutch 50 is released. In addition, in the case of this example,
Due to the structure, line pressure is supplied to the oil passage 4 even when the manual valve 210 is shifted to the P range.
The direct coupling clutch 50 is also released when the gear is shifted into the range. Next, the second invention related to the specified invention is described as the eighth invention.
Description will be made based on the embodiment shown in the figures. In this embodiment, the same components as those in the embodiment of the specific invention described above are indicated by the same reference numerals. The direct-coupled clutch control circuit device 500A of the automatic transmission according to the present embodiment can also be used when shifted to the R range in addition to the L range, the gist of which is the gist of the direct-couple clutch control circuit device 500 of the embodiment of the specific invention. In addition to the configuration of the manual valve 210 to which line pressure is supplied to the oil passage 4 and the configuration in which the oil passage 4 and the oil drain port 129 of the direct coupling clutch control valve 120 are connected, the oil passage 4 is connected to the direct coupling clutch control valve 120A ( Direct coupling clutch control valve 1 of the above embodiment
Lock-up valve body 1 (having the same structure as 20)
22 and the lock-up valve body, the release valve body 123 has a configuration in which the clutch control circuit device 500 is also connected to an opening 128A provided in an oil chamber 128 in the gap between the lock-up valve body and the release valve body 123. be. Next, the operation of this embodiment will be explained. Direct-coupled clutch control circuit device 500A of this embodiment
The operation of the direct coupling clutch control valve 120A when it is normal is the same as that of the direct coupling clutch control circuit device 500 of the previous embodiment. Next, the operation when the direct coupling clutch control valve 120A is stuck on the engagement side will be explained. When the direct coupling clutch control valve 120A stays on the engagement side while driving in the D range, 3 range, etc., that is, when the lockup valve body 122 and the lockup release valve body 123 stay upward in the figure, the torque converter pressure 1A to oil chamber 126 → engaging oil path 1D → torque converter 10
→ Release oil passage 1C → Oil chamber 127 → Discharge port 129 is supplied to the engagement circuit flowing in this order, and oil drain port 129 →
Oil path 4 → oil is drained via manual valve 210,
Direct coupling clutch 50 is engaged. in this case,
When the manual valve 210 is shifted to the L range or the R range, line pressure is supplied to the oil passage 4.
Since the line pressure is higher than the torque converter pressure, it is passed from the oil passage 4 to the oil chamber 127 via the oil drain port 129.
The flow of hydraulic oil is reversed due to the line pressure supplied to
Torque converter 10 → engaging oil path 1D → oil chamber 12
The direct coupling clutch 50 is released through the release circuit in the order of 6→drainage path 1E. Further, at the same time, line pressure is supplied to the oil chamber 128 from an opening 128A of the oil chamber 128 in the gap between the valve bodies 122 and 123 connected to the oil passage 4, and the locked-up valve body 122 is stuck on the release side ( (downward in the figure). When the lock-up valve body 122 is released from the stuck state due to pressure from the line pressure, the lock-up valve body 122 moves to the release side (downward in the figure), and torque converter pressure is supplied from the oil passage 1A to the release circuit. and the direct coupling clutch 50 is released. The above embodiments are not intended to limit the specific invention or its related inventions, and can of course be applied to, for example, an automatic transmission that does not use a solenoid valve to control a direct clutch control valve. The present invention can also be applied to other direct coupling clutch control circuits shown in FIGS. 9 and 10, and the same effect can be obtained by connecting the oil passage 4 described above to or in FIG. 9 and to or in FIG. 10. It is easy to understand that this can be obtained. (P _G = governor oil pressure, P _L = line pressure exhausted at the gear position where the direct coupling clutch is engaged) As described above, the direct coupling clutch control circuit device for an automatic transmission of the present invention is effective for controlling the direct coupling clutch of an automatic transmission. If the direct coupling clutch control valve which controls the engagement and release of If it is possible to shift to the R range and start, but the direct coupling clutch control valve is stuck on the engaged side and the vehicle stops in a situation where it is dangerous to do anything other than go forward or go backwards. It is safe to set the manual valve to the L or R range and release the direct coupling clutch to avoid danger and start the vehicle. Furthermore, in a related invention, in addition to the configuration of the above-mentioned specific invention, a hydraulic circuit is provided which works to release the direct coupling clutch control valve from the stuck state when the manual valve is set to the L range or the R range when the direct coupling clutch control valve is stuck on the engagement side. It is safer because it is

[Brief explanation of drawings]

Figure 1 is a hydraulic circuit diagram of a direct clutch control circuit device for an automatic transmission related to the specified invention, and Figures 2-
Figure 7 is an explanatory diagram of the operation of the manual valve, Figure 8
The figure is a hydraulic circuit diagram of a direct clutch control circuit device for an automatic transmission according to a related invention of the specified invention.
FIG. 9 is a hydraulic circuit diagram of a direct coupling clutch control circuit to which the present invention can be applied, and FIG. 10 is a hydraulic circuit diagram of a direct coupling clutch control circuit to which the present invention can be applied. In the diagram 1C...release oil path, 1D...engaged oil path, 4...
Setting oil path, 10...torque converter, 50...direct clutch, 102...first regulator valve, 103
...Second regulator valve, 120, 120A...Direct clutch control valve, 200...Throttle valve, 210
...Manual valve, 122...Lock-up valve body, 1
23...Lock-up pressure valve body, 128...Oil chamber between 〓, 128A...Oil port, 129...Oil drain port, 50
0,500A...Direct clutch control circuit device for automatic transmission.

Claims (1)

[Scope of Claims] 1. In an automatic transmission equipped with a torque converter with a direct coupling clutch and a transmission with a hydraulic servo, there is provided a hydraulic pressure source and a first regulator that regulates the hydraulic pressure supplied from the hydraulic source and outputs it as line pressure. valve and
a second regulator valve that regulates the line pressure and outputs a regulator pressure lower than the line pressure, an engagement oil passage and a release oil passage of the direct coupling clutch, and a second regulator valve that regulates the line pressure and outputs a regulator pressure lower than the line pressure; Equipped with a direct-coupled clutch control valve that controls the engagement or release of the direct-coupled clutch by switching to the line or release oil line, and a manual valve that manually supplies line pressure to the setting circuit and switches the speed range. , the direct coupling clutch control valve communicates between the first oil passage to which the regulator pressure is supplied and the engagement oil passage when the direct coupling clutch is engaged, and also communicates the releasing oil passage with the first discharge passage; The first oil passage to which the regulator pressure is supplied in the direct coupling clutch release position is configured to communicate with the release oil passage, and the engagement oil passage and the second discharge passage are communicated, and the manual valve At the set position, line pressure is supplied to the first discharge passage, and at the direct coupling clutch engagement position, line pressure is supplied to the release oil passage to overcome the regulator pressure and forcibly release the direct coupling clutch. A direct-coupled clutch control circuit device for an automatic transmission, characterized in that: 2. The direct coupling clutch control valve is configured such that when the manual valve is set, hydraulic pressure is applied to the direct coupling clutch engagement position and the direct coupling clutch releasing position. Direct-coupled clutch control circuit device for the automatic transmission described above.