JPH08320030A - Starting device - Google Patents

Abstract

PURPOSE: To reduce an axial dimension of a starter device of an automatic transmission and improve fuel consumption performance at the time of mounting on a car. CONSTITUTION: Rotation of a case member 106 rotated unitedly with an output shaft of an engine is transmitted to an input shaft 110 of a transmission mechanism through a magnet member 109b, a conductive member 109a of a magnatic coupling 109 and a hub 120, since a clutch 107 is disconnected due to oil flow to a second oil chamber speed changer from a first oil chamber K1 on an inner side. The oil flow is switched from the second oil chamber K2 to the first oil chamber K1, and the clutch 107 is engaged. The case member 106 is connected to an input shaft 110 through the clutch 107 and and the hub 120. Rotation is directly transmitted, and fuel consumpution performance is improved. Heat generation of the magnetic coupling 109 due to enlargement of torque capacity is cooled by oil. An axial dimension of an automatic transmission is reduced by the use of the magnetic coupling instread of a torque converter.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a starting device mounted on a vehicle such as an automobile, and more specifically, it is inserted between an output shaft of an engine and an input shaft of a speed change mechanism to change gears when starting. BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a starting device that intermittently transmits and receives torque transmission between an engine and a speed change mechanism.

[0002]

2. Description of the Related Art A general automatic transmission mounted on a vehicle such as an automobile is equipped with a torque converter and a fluid coupling as a starting device. For example, a torque converter has a pump impeller, a turbine runner, a stator, etc. as its constituent elements, and is configured in a substantially annular shape as a whole, and changes the torque of the output shaft of the engine through the internal oil flow. It is transmitted to the input shaft of the mechanism.

In the torque converter utilizing the flow of fluid as described above, the transmission efficiency of torque cannot be 100% due to the operating principle. Therefore, a mechanical lock-up clutch is incorporated to improve the transmission efficiency. The lockup clutch increases the rotation of the pump impeller, and operates when the speed difference between the pump impeller and the turbine runner runner becomes small, mechanically connecting the output shaft of the engine and the input shaft of the speed change mechanism. By directly connecting, the torque from the output shaft is effectively transmitted to the input shaft.

[0004]

However, according to the above-mentioned torque converter and fluid coupling as the starting device, the shape of each component such as the pump impeller is complicated, and the automatic transmission is incorporated in the transmission mechanism. Since the whole tends to be large when the above is configured, and these torque converters and fluid couplings require hydraulic pressure to be applied to the couplings in order to conduct fluid power, so they were installed in vehicles, etc. Sometimes there was the problem of poor fuel economy.

That is, in order for the oil to smoothly flow in an annular torque converter in a spiral shape, it is necessary that the longitudinal section of the annular ring has an appropriate shape and an appropriate curvature. It is difficult to further reduce the axial length of the ring. Therefore, as long as the above-mentioned torque converter is used, it is difficult to further reduce the axial dimension of the transmission and make it compact.

Therefore, an object of the present invention is to provide a starting device which has a simple structure and which reduces the axial dimension of the transmission and improves the fuel consumption.

[0007]

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned circumstances, and by appropriately grasping a hydraulic clutch and a locking means with respect to a predetermined rotating element of a planetary gear unit that constitutes a transmission mechanism, It is equipped with an automatic transmission that achieves a multi-speed running state,
A starting device, which is inserted between an output shaft of an engine and an input shaft of the speed change mechanism to intermittently transmit torque between the shafts, wherein the starting device rotates integrally with the output shaft of the engine and has an oil chamber inside. And a wet clutch and a magnetic coupling arranged in the oil chamber of the case member, the magnetic coupling rotating integrally with the case member, and a magnet member and a conductive member. The wet clutch is disposed between the case member and the input shaft, and the other one is disposed so as to face the one via a predetermined gap and rotates integrally with the input shaft. Is provided in the engagement of these case members and the input shaft,
It is characterized in that it is controlled to perform separation.

[0008]

According to the above construction, when the first speed of the transmission mechanism is selected and the output shaft of the engine rotates when the vehicle starts, for example, the case member rotates accordingly, and the magnet member and the conductive member are combined. One of them (for example, a magnet member) rotates. Due to this rotation, an eddy current is generated in the conductive member, and the conductive member rotates following the rotation of the magnet member. At this time, as for the torque of the output shaft of the engine, a torque capacity determined by the case member, the magnet member, and the conductive member is transmitted to the input shaft of the transmission mechanism. Since a predetermined gap is provided between the magnet member and the conductive member of the magnetic coupling, there is no risk of engine stall.

While increasing the rotation of the output shaft of the engine, the oil in the oil chamber inside the case member is made to flow from the second oil chamber toward the first oil chamber. As a result, the clutch member is joined to the inside of the case member. At this time, the rotation of the output shaft of the engine is mechanically transmitted to the input shaft of the speed change mechanism via the case member and the clutch member. At this time, the input axis is
Since the clutch member is rotated in advance via the magnetic coupling, there is no joining shock when the clutch member is joined to the case member. The engine speed is increased and the first speed acceleration is completed.

Further, the magnetic coupling is different from the conventional torque converter, fluid coupling and the like in which the constituent elements such as pump impeller are formed in a complicated shape in order to smooth the oil flow. And the shape of the conductive member can be made simple. That is, because there are few geometric restrictions on these members,
For example, these can be configured in a disc shape. Therefore, while it is difficult for the conventional annular torque converter to reduce the axial dimension thereof, it is easy to shorten the axial dimension.

[0011]

Embodiments of the present invention will be described below with reference to the drawings. <Embodiment 1> FIG. 1 is a sectional view showing the structure of an automatic transmission provided with a starting device according to the present invention, and FIG. 2 is an operation table of a forward four-speed transmission mechanism.

First, referring to FIGS. 1 and 2, a schematic structure and operation of the entire automatic transmission will be briefly described. In FIG. 1, hatching of the cross section is omitted.

The automatic transmission A includes a starting device 101 connected to the output shaft of the engine, a transmission mechanism 102 arranged coaxially with the starting device 101, and an additional transmission mechanism 103 arranged in parallel with the transmission mechanism 102. , And a differential unit 105 arranged in parallel with the additional transmission mechanism 103.

The rotation of the output shaft of the engine is input to the case member 106 of the starting device 101, which is integral with the output shaft, and then the wet clutch 106 or the magnetic coupling 10 is connected.
9 is input to the input shaft 110 of the speed change mechanism 102. The starting device 101 will be described in detail later.

The rotation transmitted to the speed change mechanism 102 via the input shaft 110 constitutes the sun gear S ₁ , the pinion P ₁ , the carrier CR ₁ , the ring gear R ₁ , or the second planetary gear unit which constitutes the first planetary gear unit. Sun gear S ₂ , pinion P ₂ , carrier CR
₁ , through a predetermined rotating element of the ring gear R ₂ ,
It is output from the counter drive gear (output member) 111. The rotary elements of the first and second planetary gear units are appropriately connected / disconnected by hydraulic clutches C ₁ , C ₂ , C ₃ , C ₀ , brakes B ₁ , B ₂ , and one-way clutches F ₁ , F ₂ . , Locked again. As a result, the rotations corresponding to the fourth forward speed and the first reverse speed are output from the counter drive gear 111. Hereinafter, the operation of the speed change mechanism 102 will be described based on the operation table shown in FIG.

[0016] During the first forward speed, is in the forward clutch (hereinafter, "first clutch" hereinafter) C ₁ and coast clutch (hereinafter "third clutch" hereinafter) both connected state C _3, the torque of the starting device 101 , Input shaft 110
From the first clutch C ₁ and the third clutch C ₃ dispersed and carried by the ring gear R of the planetary gear unit.
Transmitted to ₁ .

In the forward drive state, that is, in the first speed, the second speed, the third speed, and the fourth speed, the first clutch C ₁ is always in the connected state, and the first clutch C ₁ is in the step shift mode such as 4 → 2 speed.
The clutch C ₁ of ₁ maintains the connected state, and clutch re-engagement does not occur.

More specifically, the first speed state (1S
In T), the first clutch C ₁ and the third clutch C ₃ are in the connected state, and the first one-way clutch F ₁ and the second one-way clutch F ₂ are in the locked state. In this state, the torque from the starting device 101 is dispersed and carried by the first clutch C ₁ and the third clutch C ₃ from the input shaft 110, and the torque of the first clutch C ₁ is one-way. Clutch F ₂
It is transmitted to the ring gear R ₁ single planetary gear unit via and the ring gear R ₂ of the dual planetary gear unit is fixed to the one-way clutch F _1, the output from the rotation of the small ring gear R ₁ carrier CR ₁ as the deceleration rotary member Is taken out by the counter drive gear 111.

During the 1 → 2 speed shift, the first brake B ₁ is actuated to fix the sun gear S _1, but at this time, the first one-way clutch F ₁ is overrun and the ring gear R ₁ is rotated. Allows ₂ idling and shifts smoothly.

In the second speed state (2ND), the third clutch C ₃ is released, and the rotation of the input shaft 110 is reduced by the first ring C ₁ and the second one-way clutch F _2. The second speed rotation is output from the counter drive gear 111 via the carrier CR ₁ while being transmitted to R ₁ and causing the large ring gear R ₂ to idle.

During the 2 → 3 speed shift, the first brake B ₁ is released and the clutch C ₀ is engaged.
At this time, if the amount of overlap between the brake B ₁ and the clutch C ₀ and the overlap time are too small, the vehicle will return to the 1st speed state and the tire driving force will increase to cause the engine to blow up. On the contrary, even if torque is transmitted from the clutch C ₀ to the large ring gear R ₂ due to an excessive overlap amount and overlap time, the small ring gear R ₁ is idly rotated by the second one-way clutch F ₂ overrunning. However, there is no mechanical lock. Therefore, when shifting from the 2nd speed to the 3rd speed, it suffices to pay attention so that the overlap amount is not too small, and the shift control becomes significantly easy.

In the third speed state (3RD), the planetary gears are input from the input shaft 110 to both ring gears R ₁ and R ₂ via the clutch C _{0 and} the first clutch C ₁ and the second one-way clutch F _2. The unit rotates integrally, and this integrated rotation is taken out from the counter drive gear 111 via the carrier CR ₁ .

When shifting from the 3rd to the 4th speed, the clutch C ₀
And in addition to engaging the first clutch C ₁ , the first brake B ₁ is activated. At this time, the second one-way clutch F ₂ overruns, so that the ring gear R ₁ starts idling and is smoothly shifted.

In the fourth speed state (4TH),
The rotation of the input shaft 110 is transmitted to the large ring gear R ₂ via the clutch C ₀ , and the overdrive rotation is taken out from the counter drive gear 111 via the carrier CR ₁ while idling the small ring gear R ₁ at high speed.

When a downshift is performed from the 4th speed to the 2nd speed by kickdown or the like, the first clutch C ₁
The clutch C ₀ is released while the first brake B ₁ remains engaged. As a result, the second one-way clutch F ₂ is brought into the engaged state from the overrun, and the downshift is smoothly performed to the second speed.

Further, in the reverse (REV) range, the second clutch C ₂ and the second brake B ₂ are operated, and in this state, the rotation of the input shaft 110 is input to the sun gear S ₁ . Then, the reverse rotation is taken out from the counter drive gear 111 via the carrier CR ₁ based on the fixation of the large ring gear R ₂ .

If engine braking is required,
In order to prevent interruption of power transmission due to overrun of the one-way clutches F ₁ and F ₂ , in the first speed, the second brake B ₂ , in the second speed and the third speed, the third clutch C ₃ Works.

The rotation extracted from the counter drive gear 111 of the transmission mechanism 102 described above is input to the counter driven gear 112 of the additional transmission mechanism 103 which meshes with the counter drive gear 111. The input rotation is decelerated and the differential drive gear 113
Output from

The output rotation is the differential portion 5 meshing with the differential drive gear 13.
Is input to the ring gear 115 and is transmitted to the front wheels (not shown) via the left and right front accelerators 116L and 116R.

This completes the brief description of the automatic transmission A as a whole.

Next, the starting device 101 which is a feature of the present invention
The configuration and operation of will be described in detail with reference to FIG.
In the following description, the right side of FIG. 3 is referred to as “front side” and the left side is referred to as “rear side”.

The starting device 101 includes a case member 106 which rotates integrally with the output shaft of the engine, and the case member 10.
6, a wet clutch 107 and a magnetic coupling 109 are provided inside a hydraulic chamber formed inside.

The case member 106 corresponds to the transmission mechanism 1 described above.
The No. 02 input shaft 110 is arranged concentrically with the input shaft 110 so as to cover the front end thereof. The case member 106 is
The input shaft 110 is a rotating body having a substantially rectangular cross section.
Thrust bearings Br are fitted on the front end side and the rear end side on the inner side of the portion close to the outer circumference. These thrust bearings Br are the hub 1 fixed to the outer periphery of the input shaft 110.
20 (described later), the case member 106 is rotatably supported thereby. An oil chamber having an oil-tight structure is formed inside the case member 106. This oil chamber is divided into a first oil chamber K1 on the front side of the wet clutch 107 and a second oil chamber K2 on the rear side thereof. In addition,
Specifically, the first oil chamber K1 and the second oil chamber K2 are divided into front and rear by a piston 121 of the wet clutch 107.

The wet clutch 107 has substantially the same structure as a lockup clutch incorporated in a torque converter of a general automatic transmission. A hub 120 is splined to the outer periphery of the front end of the input shaft 110, and the wet clutch 107 includes a clutch member attached to the outer periphery of the hub 120 and the case member 106.
And the front end portion of the. The clutch member includes a plate-shaped clutch plate 125 and a piston 121 arranged immediately in front of it. The clutch plate 125 has an inner peripheral side fixed to the outer peripheral portion of the hub 120, and a damper (spring) 1 arranged on the outer peripheral side.
26 and a disc 123 having external teeth, which is connected to the piston 121. The outer peripheral side of the piston 121 is splined by the disc 123 described above, and the inner peripheral side thereof is supported by the outer peripheral surface of the hub 120. That is, the piston 121 rotates integrally with the clutch plate 125 and is movable in the front-rear direction with respect to the clutch plate 125. A friction member 122 is attached to the front surface of the piston 121 in a considerable area. When the piston 121 is pressed forward as described later, this friction member 12
2 rubs against the case member 106 inwardly, whereby the rotation of the case member 106 is transmitted to the piston 121 via the friction member 122. In addition, in FIG.
The inner peripheral portion of the piston 121 is in contact with the inner peripheral portion of the clutch plate 125 from the front side, that is, the piston 12
1 shows the state in which 1 is located at the backward limit, at this time,
The friction member 122 is separated from the inner surface of the case member 106. As described above, in the oil chamber inside the case member 106, the front side of the piston 121 is the first oil chamber K1 and the rear side is the second oil chamber K2 (see the lower half of FIG. 3).

A magnetic coupling 109 is disposed inside the case member 106 and behind the clutch plate 125. The magnetic coupling 109 is the conductive member 10
9a and a magnet member 109b. Conductive member 109
For example, a is a disk-shaped member made of aluminum and is fixed to the rear surface side of the disk-shaped front support member 127. The inner peripheral side of the front support member 127 is fixed to the outer peripheral portion of the hub 120 similarly to the clutch member described above. That is, the conductive member 109a and the front support member 127 are integrally formed with the above-mentioned clutch member via the hub 120, and therefore the above-mentioned input shaft 1
It rotates together with 10.

On the other hand, the magnet member 109b has N poles and S poles arranged alternately in the circumferential direction, and is fixed to the rear support member 129 fixed to the inner surface of the rear portion of the case member 106. The magnet member 109b is the conductive member 109 described above.
It is arranged so as to face a through a predetermined gap. As a result, when relative rotation occurs between the magnet member 109b and the conductive member 109a, the horseshoe-shaped magnetic lines of force from the N pole of the magnet member 109b to the adjacent S pole are transferred to the conductive member 10.
9a is effectively crossed so that an eddy current is generated in the conductive member 109a. The magnetic coupling 109 is configured such that when one of the conductive member 109a and the magnet member 109b rotates due to the magnetic drag force generated by the generation of the eddy current, the other rotates following the rotation. At this time, the magnetic resistance is generated in a magnitude corresponding to the difference in the number of rotations between the magnet member 109b and the conductive member 109a. In the present embodiment, first, the magnet member 109b rotates integrally with the case member 106, and the magnet member 109a rotates following this rotation. A ferrite magnet is generally used as the above-mentioned magnet member 109b, but a samarium-cobalt magnet or the like having high heat resistance may be used.

In such a magnetic coupling 109, in order to increase the transmittable torque capacity, it is necessary to set the areas of the portions of the magnet member 109b and the conductive member 109a that face each other to be large to some extent. is there.

When the area of the facing portion is increased, the amount of heat generated by the eddy current also increases accordingly.

Therefore, in the present invention, a liquid cooling system is employed to cool the magnetic coupling 109. That is, the magnetic coupling 109 is cooled using the oil for operating the above-mentioned wet clutch 107 arranged in the same oil chamber as the magnetic coupling 109.

For supplying and discharging oil to the oil chamber inside the case member 107, for example, an oil pump 130 arranged coaxially with the input shaft 110 behind the case member 107 is used. The oil pump 130 has its inner peripheral side spline-in engaged with the rear end side of the case member 106,
It is rotationally driven by the rotation of the case member 106. That is, since the case member 106 rotates integrally with the output shaft of the engine, by using this oil pump 130, the pressure oil of an appropriate pressure is constantly supplied to the oil chamber of the case member 106, that is, the magnetic coupling 109 and the wet type. It is possible to supply to the clutch 107.

The oil pump 130 cools the magnetic coupling 109 and switches the direction of oil flow to connect and disconnect the clutch members. The oil pump 130 supplies and drains oil to and from the oil chamber inside the case member 106 through the bearings Br and Br arranged at the front and rear ends of the hub 120. The front bearing Br communicates with the front first oil chamber K1 of the piston 106, while the rear bearing Br communicates with the rear second oil chamber K2 of the piston 106. The operation of the wet clutch 107 is performed based on the differential pressure between the first oil chamber K1 and the second oil chamber K2. The bearing Br after the oil pump 130 is passed through a control valve (shown) and an oil passage.
Is first supplied to the second oil chamber K2 to cool the magnetic coupling 109. The oil after cooling is the piston 121
The pressure drops by passing through the gap between the outer circumference and the inner circumference of the case member 106, and this oil is supplied to the first oil chamber K1. Therefore, the pressure of the second oil chamber becomes higher than that of the first oil chamber K1, the piston 121 moves forward (on the side of the first oil chamber) based on this pressure difference, and the friction member 122 slides on the case member 106. After being rubbed, the wet clutch 107 is in the “on” state. The oil in the first oil chamber K1 is then drained via the front bearing Br. On the other hand, when the oil is first supplied to the first oil chamber K1 and then to the second oil chamber K2 via the front bearing Br, the oil is supplied to the first oil chamber K1 rather than the second oil chamber K2 for the same reason as described above. The pressure in the oil chamber K1 increases, the friction member 122 separates from the case member 106 based on this pressure difference, and the wet clutch 107 turns off.
It becomes a state. The oil supplied to the second oil chamber K2 cools the magnetic coupling 109 and then the bearing Br after
Oil is drained through.

By appropriately controlling the differential pressure between the first oil chamber K1 and the second oil chamber K2, slip control of the wet clutch 107 can be performed, and smooth torque connection / disconnection can be performed.
For slip control of the wet clutch 107, a slip control technique for a lockup clutch in a general torque converter can be applied.
An example thereof will be described in detail later. However, in this example, the oil pump 130 is not used.

Next, the operation of the entire starting device 101 will be described with reference to the schematic diagram of FIG. In the following description, since the case member 106 and the output shaft of the engine are integrated, the output shaft 106 is used instead of the case member 106.

When the vehicle or the like is started, at the first speed, the wet clutch 107 is disengaged by changing the oil flow from the first oil chamber K1 to the second oil chamber K2. When the engine rotates, the magnetic coupling 10 integrated with the output shaft 106
9 magnet member 109b rotates. This magnet member 109
The conductive member 109 is dragged by the rotation of b.
a rotates. This rotation is transmitted to the speed change mechanism input shaft 110, which is integral with the conductive member 109a. That is, the rotation of the output shaft 106 of the engine causes the magnetic coupling 10 to rotate.
9 is transmitted to the input shaft 110 only. For this reason,
The drag torque similar to that of the torque converter is generated, and the engine stall does not occur.

When the rotation of the output shaft 106 of the engine reaches a predetermined rotation, the oil flow is changed from the second oil chamber K2 to the first oil chamber.
The oil chamber K1 is switched to and the wet clutch 107 is engaged. At this time, since the input shaft 110 is already rotating following the output shaft 106 as described above, the wet clutch 1
There is almost no joining shock when 07 is engaged. As a result, the output shaft 106 and the input shaft 110 are connected to the wet clutch 10.
Mechanically directly connected via 7, the rotation of the output shaft 106 is effectively transmitted to the input shaft 110.

The same applies to the second, third, and fourth forward speeds. That is, when the rotation of the input shaft 110 approaches the rotation of the output shaft 106 via the magnetic coupling 109, the wet clutch 107 is quickly engaged to directly connect the output shaft 106 and the input shaft 110. In this way, compared with the conventional torque converter, the output shaft 106
By increasing the chances that the input shaft 110 and the input shaft 110 are directly connected to each other, it is possible to improve fuel efficiency.

Further, as shown in FIG. 3, in the magnetic coupling 109 itself, both the conductive member 109a and the magnet member 109b can be thinly formed in the axial direction. Further, support members 127, 12 for supporting these
When 9 is made of a strong member, the supporting members 127 and 129 can be thin. Therefore, even when the support members 127 and 129 are taken into consideration, the magnetic coupling 109 can have a smaller axial dimension than the conventional torque converter. That is, the starting device 101 according to the present invention can have a shorter axial length than the conventional torque converter with a lockup clutch clutch, and as a result, the axial dimension of the entire automatic transmission can be shortened. It is possible.

By the way, unlike the conventional torque converter, the starting device 101 according to the present invention does not increase the torque. In order to compensate for this, for example, a planetary gear unit can be added and the number of gears can be increased by utilizing the shortened axial direction of the automatic transmission.

In the starting device 101 according to the present invention,
The position of the conductive member 109a and the magnet member 109b in the front-back relation of the magnetic coupling 109 is not limited to the position shown in FIG. It may be arranged in the opposite way, as shown in FIG. That is, the conductive member 109a is arranged on the case member 106 side (output shaft side), and the magnet member 109b is arranged.
May be arranged on the input shaft 110 side.

The starting device 101 according to the present invention is inserted between the output shaft of the engine and the input shaft 110 of the speed change mechanism 102, and the engine and the speed change mechanism can be combined with any device. For example, as the speed change mechanism, a CVT (continuously variable speed change mechanism) may be combined instead of the one using the planetary gear unit described above. Also in this case, the starting device 10 according to the present invention
The basic configuration of 1 does not need to be changed at all.

Next, an example of slip control of the wet clutch 107 in the above-described starting device 101 will be described with reference to FIGS. 6 and 7. 6 and 7 show hydraulic circuits which are continuous with each other, and the oil passage is
, −, −, And − are in communication with each other.

The lock-up relay valve 20 has a first spool 20a and a second spool 20b, a spring 20c is interposed between both spools, and a control pressure oil is provided at the upper end of the first spool. A control chamber 17b communicating with the passage 17 is formed, and an oil chamber 11b on which the secondary pressure P _S from the oil passage 11 acts is formed at the lower end of the second spool. Further, the valve 20 has supply ports 11c and 11d communicating with the oil passage 11,
Further, ports 12c and 12d communicating with the pressure regulating oil passage 12, a port 87a communicating with the lubricating hydraulic oil passage 87 from the secondary regulator valve 16 (FIG. 7),
Then, a port 9d communicating with the first oil chamber K1 of the starting device 101, a port 10c communicating with the second oil chamber K2,
Further, the port 2 communicating with the oil passage 21 that is guided to the cooler or the like.
1a, a port 40a communicating with the line pressure oil passage 40 to which the line pressure (P _L ) from the primary regulator valve 52 is supplied, and a plurality of drain ports EX
have. The oil passage 11 and the line pressure oil passage 40, on which the secondary pressure P _S is acting, are connected to the check valve 4
It communicates through 1.

The lock-up control valve 1
5 is a first spool 15a and a second spool 15b
And the starting device 1 is provided at the upper end of the first spool.
The first oil chamber K1 of No. 01 is formed with the off-side oil chamber 9a communicating with the oil chamber 9a via the oil passage 9b, and the middle part of the first spool is designed to act in the same direction as the oil chamber 9a. To
A control chamber 17a communicating with the control pressure oil passage 17 is formed. Further, a spring 15c is contracted at the lower end of the second spool 15b, and an on-side oil chamber 10a communicating with the second oil chamber K2 of the starting device 101 via an oil passage 10b is formed. There is. Further, a pressure adjusting port 12a communicating with the pressure adjusting oil passage 12 is formed in the valve 15, and a supply port 11a and a drain port communicating with the secondary pressure oil passage 11 are further formed adjacent to the port 12a. EX is formed.

As shown in FIG. 7, the lock-up differential pressure control solenoid valve SLU, which is a linear solenoid valve, has a supply port 56 to which a predetermined hydraulic pressure is supplied from a solenoid modulator valve 55 via an oil passage 56.
a, an output port 57a, a drain port EX, and a release port 59a, the hydraulic pressure of the supply port 56a is adjusted based on a predetermined electric signal from the control unit 19 and output from the output port 57a. The solenoid modulator valve 55 has a supply port 40b to which the line pressure P _L from the primary regulator valve 52 is supplied and a port 56b which outputs a hydraulic pressure obtained by reducing the line pressure at a predetermined rate.

Further, as shown in FIG. 6, the solenoid relay valve 58 is spring 58a on the spool upper end is provided in a compressed state, and the oil chamber B ₂ a in the spool lower end communicating with the hydraulic servo B2 for 2ND brake A port 5 which has an output port 57a of the solenoid valve SLU for controlling the lockup differential pressure and which communicates with the output port 57a via an oil passage 57.
7b, and a port 90c communicating with the control pressure oil passage 17 and a secondary port g of the primary regulator valve 52 with the port 57b interposed therebetween.

As shown in FIG. 7, the secondary regulator valve 16 has a spring 60a at the lower end of the spool.
Throttle valve (SLT)
Oil chamber 1 in which the throttle pressure from the valve acts via the oil passage 61
6a, a feedback pressure oil chamber 11e communicating with the secondary pressure oil passage 11 via an orifice 86 is formed at the upper end of the spool, and a port 11f communicating with the secondary pressure oil passage 11 and a lubricating oil pressure are formed. It has a port 87b communicating with the oil passage 87 and a port 89a communicating with the suction side of the pump 89.

In addition, the primary regulator valve 52
Has three moving members in which the main spool 52a, the sub spool 52b, and the plug 52c abut on each other and slide integrally, and a line pressure is applied to the main spool 52a at its lower end via an orifice. It has a working feedback port f, a line pressure port p, a port g communicating with the secondary regulator valve 16 and the port 90b of the solenoid relay valve 58, and a drain port EX. In addition, sub spool 5
2b has a throttle pressure port i that acts on its upper end and a cutback pressure port j that acts on its step, and its plug 52c has an R range pressure port k that acts on its upper end. ing. The line pressure port p communicates with the discharge side of the hydraulic pump 89 to regulate the pump pressure to a line pressure and communicate with each hydraulic servo, and the line pressure is connected to the input port 40b of the solenoid modulator valve 55. Is also being supplied. Also,
The secondary side hydraulic pressure from the port g communicates with the secondary regulator valve 55 to be adjusted to the secondary pressure, and is supplied to the starting device 101 via the lockup relay valve 20.

In the embodiment according to the present invention,
A linear solenoid valve SLT for controlling throttle pressure is provided as a throttle valve. The solenoid valve SLT is the solenoid modulator valve 5
5, a hydraulic pressure from the output port 56b of the fuel cell 5 is supplied through the oil passage 56, an output port 61c communicating with the throttle pressure oil chamber 16a of the secondary regulator valve 16 through the oil passage 61, and an oil passage. The lock-up differential pressure control solenoid valve SLU via 59
Has a release port 59b communicating with the release port 59a of the lockup differential pressure control valve SLU.
Similarly to the above, the control is performed by an electric signal from the control unit 19.

In a preset state, the control section 19 sends a signal for temporarily increasing the secondary pressure (P _S ) generated by the secondary regulator valve 16 to the throttle pressure controlling linear solenoid valve SLT. It has a boost control means 19a. The control pressure control means 19a determines from the vehicle speed detection means SN4 that the vehicle is in the deceleration lockup region based on the vehicle speed signal (SNout), and the throttle opening detection means SN2 determines that the throttle opening (Sθ) is zero. When the wet clutch 107 is in the OFF state, a temporary boost signal is transmitted to the throttle pressure controlling linear solenoid valve SLT.

Next, the operation of this embodiment will be described.

[0061] In the first speed state, the solenoid relay valve 58, hydraulic pressure is not applied to the control room B ₂ a based on the 2ND brake B2 is in a released state, in the right half position in FIG. 6, The wet clutch control pressure oil passage 17 is in the drain state (communication between the port 17c and the drain port EX). Therefore, the lockup relay valve 2
No. 0 is in the left half position in FIG. 6 where no hydraulic pressure is applied to the control oil chamber 17b, and the lock-up control valve 15 is in the right half position where no hydraulic pressure is applied to the control oil chamber 17a. In this state, the secondary hydraulic pressure is transmitted from the oil passage 11 to the ports 11d and 9d of the relay valve 20 and the oil passage 9
is supplied to the first oil chamber K1 of the starting device 101 via c,
Further, the oil is discharged to the oil passage 10b through the second oil chamber K2, and then guided to the cooler communication pipe 75 and the cooler bypass valve 76 via the ports 10c and 21a of the relay valve 20 and the oil passage 21. Therefore, the wet clutch 10
7 is in the released state, and the rotation of the output shaft of the engine is transmitted to the input shaft 110 of the speed change mechanism 102 exclusively through the magnetic coupling 109. The wet clutch 107
The release state is the solenoid relay valve 58 in the 1st speed.
The present invention is not limited to the above switching, but appears even when the lock-up differential pressure control linear solenoid valve SLU is in the OFF state in the second, third, and fourth speeds.

[0062] Further, in the second speed when the D-range, due to the line pressure supply to the hydraulic servo B2 for 2ND brake, solenoid relay valve 58 is supplied with the line pressure to the control chamber B ₂ a diagram 6, the input port 57b communicates with the wet clutch control output port 17c. In this state, when the control unit 19 receives signals from the output speed SNout, the throttle opening Sθ, the shift position and the like and issues a wet clutch on signal to the lockup differential pressure control linear solenoid valve SLU, the valve SLU is generated. Is the supply port 56a
It regulates the predetermined hydraulic pressure from the control port and outputs the control pressure to the output port 57a. Then, the control pressure passes through the oil passage 57, the ports 57b and 17c of the relay valve 58, and the control pressure oil passage 1
7, the lock-up relay valve 20 and the lock-up control valve 15 control chambers 17b, 1
It acts on 7a. As a result, the relay valve 20 is switched to the right half position. In this state, the secondary hydraulic pressure P _S from the oil passage 11 is applied to the port 11 of the relay valve 20.
d, 10c and the oil passage 10b, the oil is supplied to the second oil chamber K2 of the starting device 101 and is guided to the first oil chamber K1 with a pressure difference, and further, the oil passage 9c, the port 9d of the relay valve 20, 12 c, the pressure regulating oil passage 12, and the pressure regulating port 12 a of the control valve 15. When the wet clutch 107 is completely engaged, the lockup differential pressure control solenoid valve SLU generates a relatively high control pressure, and therefore a high control pressure is applied to the control oil chamber 17a via the control oil passage 17. Working, control valve 1
5 is held in the left half position in FIG. 6, and the pressure adjusting port 12a
Communicates with the drain port EX, and the hydraulic pressure from the oil passage 12 is discharged. In this state, the wet clutch 107 is
The clutch member 125 comes into contact with the inside of the case member 106 based on the pressure difference between the first oil chamber K1 and the second oil chamber K2, the clutch is engaged, and the rotation of the output shaft of the engine causes the wet clutch 107 to rotate. Via the input shaft 11 of the speed change mechanism 102
0 is transmitted.

Further, in this state, the first oil chamber K1
The oil pressure inside acts on the off-side oil chamber 9a at the upper end of the spool 15a in the control valve 15 via the oil passage 9b,
Further, the oil pressure in the second oil chamber K2 acts on the on-side oil chamber 10a at the lower end of the spool 15b via the oil passage 10b. Therefore, the control valve 15 is in a state where the oil pressures of the oil chambers 9a and 10a are directly opposed to each other, and in the differential pressure acting state, the differential pressure control linear solenoid valve SLU reduces the vehicle speed and the throttle opening. When the output control pressure is linearly reduced in response to the signal, the pressure adjusting port 12a changes the throttle amount ratio between the supply port 11a and the drain port EX, and adjusts / changes the hydraulic pressure of the pressure adjusting port 12a.

When the wet clutch 107 is started to engage and decelerates, the electric signal of the differential pressure control linear solenoid valve SLU from the control unit 19 is subtly changed to control the output control pressure from the valve SLU. It changes linearly according to the electric signal. Then, the control valve 15
Adjusts the pressure of the oil passage 12 for exhaust hydraulic pressure delicately on the basis of the control pressure acting on the control chamber 17a.
7 is slipped and smoothly engaged to prevent a shock at the time of engagement, and similarly, when the wet clutch 107 is released, the release control can be smoothly performed based on the control pressure from the linear solenoid valve SLU. Then, during vehicle speed deceleration (described later), continuous slip control becomes possible.

The control of the wet clutch 107 is as follows.
The same applies not only to the second speed but also to the third speed and the fourth speed.

Next, the slip control of the wet clutch 107 when the vehicle speed is decelerated will be described with reference to FIG.

First, the vehicle speed V is detected based on the vehicle speed sensor SN4 detecting the rotational speed SNout of the counter drive gear 111 (S10). In addition, the driver releases the depression of the accelerator pedal and the idle contact is turned on.
If it is not ON, that is, if the engine is not idling, this slip control is not performed. Further, it is determined whether the vehicle speed is in the deceleration lockup region (S12),
If it is not in the deceleration lock-up region, this slip control is not similarly performed.

If the idle contact is ON (throttle opening is zero) and the vehicle speed is in the deceleration lockup region, in step S13, the driving condition,
That is, it is determined what state the wet clutch 107 is currently in. If the wet clutch 107 is currently completely ON (engaged) or in the slip control state, the process proceeds to step S14. In step S14, the throttle pressure controlling linear solenoid valve S
A signal for maintaining the predetermined state A [%] as it is is output to LT, and a continuous predetermined signal (B%) is also output to the linear solenoid valve SLU for lockup differential pressure control. At this time, in general, the throttle pressure control valve S
The signal A [%] to the LT is a signal of the throttle opening 0 [%], and the signal B [%] to the lock-up differential pressure control valve SLU is the above-mentioned wet clutch 107 for maintaining the slip control. Is a signal for generating a predetermined pressure for, for example, the difference between the rotation speed SNE of the output shaft of the engine detected by the sensor SN1 and the rotation speed SNin of the input shaft 110 of the speed change mechanism 102 detected by the sensor SN3 is constant. It is a signal that generates a predetermined pressure that takes a value.

Then, in step 13, when the wet clutch 107 is currently in the OFF state and the slip control is started, the process proceeds to step 15. In step 15, as shown in FIG. 9, a signal that causes the throttle pressure control valve SLT to become a signal of a predetermined high pressure a [%] (for example, 10 to 50%) from the time when the slip control is started (ON). Is output for a predetermined time t (for example, a short time of 1 second or less), and the lockup differential pressure control valve SLU is output.
From the time the slip control starts (ON) to the predetermined high pressure b
A signal of [%] (for example, 10 to 100%) is output for the predetermined time t. Note that the above a [%] and b
The value of [%] is preferably set based on a map corresponding to the vehicle speed.

In this state, as described above, the high output pressure from the output port 57a of the lockup differential pressure control valve SLU is guided to the control pressure oil passage 17 via the oil passage 57 and the solenoid relay valve 58. , The lockup relay valve 20 is switched to the right half position. The throttle pressure control valve SLT is supplied from the solenoid modulator valve 55 via the oil passage 56.
The hydraulic pressure of 6c is output to the output port 61c at a high predetermined a [%], and the high hydraulic pressure is guided to the throttle pressure oil chamber 16a of the secondary regulator valve 16 via the throttle pressure oil passage 61. As a result, the secondary regulator valve 16 increases the secondary pressure in response to the high throttle pressure (P _T ) and increases the high secondary pressure (P _S ).
Is guided to the port 11d of the lock-up relay valve 20 via the oil passage 11, and the port 10c and the oil passage 1
It is supplied to the second oil chamber K2 of the starting device 101 via 0b.

As shown in FIG. 10, the throttle pressure P _T , the secondary pressure P _S, and the line pressure P _L increase as the throttle opening increases, but when the throttle opening is small as in the idling state, The throttle pressure P _T and the secondary pressure P _S are low pressures. Therefore, in general, the low secondary pressure P _S is insufficient for reliably moving the wet type clutch 107 at a high corresponding speed, but as described above, in the present embodiment, in the vicinity of idling with a small throttle opening. The secondary pressure P _Sa is set to a high value by increasing the throttle pressure P _Ta . As a result, the high secondary pressure P _Sa is supplied to the first oil chamber K1 of the starting device 101, and the wet clutch 107 is reliably and at a high response speed from its OFF (disconnection) position to a predetermined slip position (engagement position). Move to.

At this time, as shown in FIG. 9 (b), the control section 19 sends a signal to the throttle pressure control valve SLT and a predetermined signal b [%] to the lockup differential pressure control valve SLU at the same time. To send. The signal is transmitted to the off-side oil chamber 9a and the on-side oil chamber 1 of the lockup control valve 15.
0a, a signal having a predetermined pressure difference, that is, the starting device 1
No. 01 is a signal controlled so that the hydraulic pressure difference between the first oil chamber K1 and the second oil chamber K2 becomes a predetermined value. As a result, the clutch member 125 of the wet clutch 107 quickly and smoothly moves from the OFF position to the slip position (engagement position) based on the predetermined differential pressure in the operating state of the secondary pressure sufficiently increased by the throttle pressure control valve SLT. ) Stroke to.

After the lapse of the predetermined time in step S15, the process proceeds to step S16 and the above-mentioned step 1
As in the case of 4, the A [%] signal is output to the throttle pressure control valve SLT so that the predetermined slip control state is achieved,
In addition, the B [%] signal is output to the lockup differential pressure control valve SLU. Therefore, as shown in FIG.
The throttle pressure control valve SLT is in a low pressure state (A%) such as a signal of throttle opening 0 [%],
The throttle pressure P _S of the oil passage 61 becomes a pressure set by the throttle valve 16 and is returned to the normal secondary pressure P _S, and, as shown in FIG. 9B, the lockup differential pressure control valve. The SLU is the input side rotational speed SNE and the output side rotational speed SNi of the torque converter 1 described above.
It is controlled so as to have a predetermined pressure (B%) such that the difference of n maintains a predetermined value.

In the above embodiment, linear solenoid valves are used for the lockup differential pressure control solenoid valve (SLU) and the throttle pressure control solenoid valve (SLT), but the present invention is not limited to this, and the solenoid valve is duty controlled. You may do it.

[0075]

As described above, according to the starting device of the present invention, it is possible to allow the relative rotation between the input and output shafts while transmitting the torque by the magnetic coupling between the input and output shafts of the starting device. It will be possible. Further, when transmitting torque equal to or larger than the torque capacity of the magnetic coupling, the transmission can be performed by mechanically directly connecting the input and output shafts with a wet clutch. Further, the heat generated by the eddy current of the magnetic coupling is oil-cooled. Therefore, as compared with, for example, a general fluid transmission device, the structure of the constituent elements can be simplified, the axial dimension can be shortened, and the fuel consumption can be further improved.

[Brief description of drawings]

FIG. 1 is a diagram showing a schematic configuration of an automatic transmission to which the present invention is applied.

FIG. 2 is a diagram showing an operation table of an automatic transmission to which the present invention is applied.

FIG. 3 is a vertical cross-sectional view showing a schematic configuration of a starting device according to the present invention.

FIG. 4 is a schematic diagram showing a configuration of a starting device according to the present invention.

FIG. 5 is a schematic diagram showing the configuration of another embodiment of a starting system according to the present invention.

FIG. 6 is a diagram showing a part of a hydraulic circuit according to an embodiment of the present invention.

FIG. 7 is a diagram showing another part of the hydraulic circuit.

FIG. 8 is a flowchart showing an operation flow of the control unit according to the embodiment of the present invention.

FIG. 9A is a diagram showing an operation of a solenoid valve for controlling a throttle pressure (clutch control pressure). FIG. 6B is a diagram showing the operation of the lockup differential pressure control solenoid valve.

FIG. 10 is a diagram showing hydraulic pressures of throttle pressure, secondary pressure, and line pressure with respect to a throttle opening.

[Explanation of symbols]

11 clutch control pressure (secondary pressure) oil passage 11a supply port 12 pressure adjusting oil passage 12a pressure adjusting port 15 lock-up control valve 16 (secondary) regulator valve 16a control oil chamber (throttle pressure oil chamber) 17 control pressure oil passage 17a control Oil chamber 19 Control means (control section) 20 Lock-up relay valve 101 Automatic transmission 102 Transmission mechanism 103 Additional transmission mechanism 105 Differential section 106 Case member 107 Wet clutch 109 Magnetic coupling 109a Conductive member 109b Magnet member 110 Input member 120 Hub 121 piston 122 friction member 123 disc 125 clutch plate 126 damper 127 front support member 129 rear support member 130 oil pump Br bearing K1 first oil chamber K2 second oil chamber SLU Lockup differential pressure control (linear) solenoid valve SLT Clutch control pressure (throttle pressure) control (linear) solenoid valve

Claims (1)

[Claims] Claim: What is claimed is: 1. An automatic transmission that achieves a multi-speed running state by appropriately grasping a hydraulic clutch and a locking means for a predetermined rotating element of a planetary gear unit that constitutes a transmission mechanism, and an output shaft of an engine. A starting device that is inserted between the input shaft of the transmission mechanism and the transmission mechanism to intermittently transmit torque between these shafts; a case member that rotates integrally with the output shaft of the engine and has an oil chamber inside And a wet clutch and a magnetic coupling arranged in the oil chamber of the case member, wherein the magnetic coupling rotates integrally with the case member and is one of a magnet member and a conductive member. And the other that is arranged to face the one with a predetermined gap and rotates integrally with the input shaft. The starting device is provided between the case member and the input shaft, and is controlled so as to engage and disengage the case member and the input shaft.