JPS6182068A - Direct-coupled control device for fluid transmission devices in automatic transmissions for vehicles - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a direct-coupled control device for a fluid transmission device such as a fluid torque converter or fluid coupling in a vehicle automatic transmission having a speed ratio of four or more forward speeds. .

(Prior art and its problems) In general, vehicles equipped with automatic transmissions can obtain sufficient driving force and smooth and easy driving with a small number of gears due to the torque amplification effect of the torque converter. Practical fuel efficiency is poor due to fluid slippage loss, and the engine rotational speed increases by the amount of fluid slippage, making the engine noisy and lacking in quietness.

For this reason, when the torque converter's torque amplification function cannot be expected,
A direct coupling mechanism (lock-up mechanism) that mechanically couples output members to improve power transmission efficiency has been developed and is already in practical use.

In order to make the most of the effects of such a direct coupling mechanism and further improve practical fuel efficiency, (a) the direct coupling mechanism should be operated from the lowest possible gear stage;

(b) By increasing the number of gear stages, the first gear is essentially the only gear that can be expected to have a torque amplification function;
When establishing a speed ratio using higher-speed gears, set the gear ratio and shift point so that the torque converter's torque amplification function is almost absent, or so that the vehicle can run even without the torque amplification function. ) Even if the direct coupling mechanism is activated,
By depressing the throttle pedal, the engagement force of the clutch part of the direct coupling mechanism is set so that the clutch part slips, thereby creating a variable power split system between the torque converter and the clutch part, which amplifies the torque of the torque converter. Make this feature available when you need it.

The methods (a) to (c) above are effective, and the applicant has already proposed several direct-coupled control devices based on these principles.

According to these prior art technologies, the signal input to the switching valve for switching the direct coupling mechanism to a non-operating state (direct coupling release state) during a gear shifting operation is a fluid pressure operated gear shift provided corresponding to each gear stage. This is the working fluid pressure of a predetermined speed change clutch among the clutches, and the timing of direct connection release is determined by the pressure waveform. However, the pressure waveform of the working fluid pressure of this speed change clutch depends on the characteristics of the accumulator provided in the working pressure fluid path of the speed change clutch in order to alleviate the shock during shifting, and the size of the throttle provided in the working pressure fluid path. In general, the capacity of the accumulator becomes larger as the gear is shifted to a lower gear. Therefore, the pressure waveform also takes a longer time to rise or fall when shifting to a lower gear. This means that in the prior art described above, the direct connection release time is relatively long when switching to a low speed gear, and the direct connection release time is short when switching to a high speed gear.

Originally, considering the purpose of releasing the gear shift synchronization of the direct coupling mechanism, it is natural that if the gear shifting time is long, the direct coupling release time will also be long. However, in practical terms, the following problems arise.

In other words, when the direct connection is released, the engine speed increases by the slippage of the fluid transmission device (hydraulic coupling), so there is a time when the engine speed increases each time a gear shift operation is performed, but this time is Each type has its pros and cons, and the problem is that it gives the driver a sense of psychological unease as stable control is not being performed.

For example, Fig. 1 shows the working fluid pressure P of the second speed transmission clutch when shifting up from the first speed to the second speed. and the third
2 is a pressure increase characteristic diagram of the working fluid pressure PTOP of the shift clutch in the 4th gear when shifting up from the 4th gear to the 4th gear (top). Since the direct connection is released between □ and P2, there is a difference in the direct connection release time, and the direct connection release time ΔT2 when switching to 2nd speed is longer than the direct connection release time ΔT2 when switching to 4th speed.
It will be longer than T4.

(Object of the Invention) The present invention has been made in view of the above circumstances, and aims to equalize the direct coupling release time at each gear stage so as not to give the driver a sense of psychological anxiety when controlling the direct coupling mechanism. An object of the present invention is to provide a direct-coupling control device for a fluid transmission device in an automatic transmission for a vehicle.

(Means for Solving the Problems) In order to solve the above-mentioned problems, the present invention provides a fluid transmission device having an input member and an output member, and a gear ratio of four or more stages connected to the fluid transmission device. An auxiliary transmission equipped with a fluid pressure operated transmission clutch that can be selected and corresponds to each gear stage and has an accumulator or a throttle in the operating pressure fluid path, and the input/output members are mutually connected by operating the fluid pressure operating section. and a plurality of pressure receiving surfaces on which working fluid pressures of predetermined plurality of shift clutches of the shift clutches act, respectively, and a gear stage at which the shift operation is performed during a gear shift operation. A direct coupling control device for a fluid transmission device in a vehicle automatic transmission, comprising a switching valve that switches the direct coupling mechanism to a non-operating state when the working fluid pressure of the speed change clutch associated with the transmission clutch acts on the switching valve. The areas of the surfaces are different, and the area of the pressure-receiving surface on which the working fluid pressure acts of a variable speed clutch with a large capacity accumulator or a large throttle amount is different from that of a variable speed clutch with a small capacity accumulator or a variable speed clutch with a large throttle amount. It is characterized in that the area is set larger than the area of the pressure receiving surface on which the working fluid pressure acts.

(Embodiment) An embodiment of the present invention will be described below with reference to FIGS. 2 to 5. Figure 2 shows four forward stages to which the present invention is applied;
This is a schematic diagram of an automatic transmission for an automobile with one reverse gear. In the figure, the output of an engine 1 is transferred from a crankshaft 2 to a torque converter 3, which is a fluid transmission device. Auxiliary transmission4. The signal is sequentially transmitted to the driving wheels 6, 6a via the differential device 5, and drives these driving wheels 6.degree. 6a to rotate.

The torque converter 3 includes a pump impeller 7 which is an input member connected to the crankshaft 2, a turbine impeller 9 which is an output member connected to the input shaft 8 of the auxiliary transmission 4, and A rotatably supported stator shaft 10
The stator wheel 1 is connected to the stator wheel 1 via a one-sided clutch 11.
It consists of 2. The torque transmitted from the crankshaft 2 to the pump wheel 7 is hydrodynamically transmitted to the turbine wheel 9, and when a torque amplification action is performed during this time, the reaction force is transferred to the stator wheel 9 as is known. 12 will bear the burden.

A pump drive gear 14 for driving a hydraulic pump 13 (see FIG. 3) is provided at the end of the pump impeller 7 opposite to the crankshaft 2 (right end in the figure), and a pump drive gear 14 is provided at the end opposite to the crankshaft 2 of the stator shaft 10. A stator arm 16 is provided at the end of the shaft 2 for controlling a regulator valve 15 (see FIG. 3).

between the pump impeller 7 and the turbine impeller 9.

A roller-type direct coupling clutch 17, which is a direct coupling mechanism, is provided. The direct coupling clutch 17 mechanically connects the pump impeller 7 and the turbine impeller 9 when the torque amplification function of the torque converter 3 cannot be expected, and connects the pump impeller 7 and the turbine impeller 9 when the torque amplification function of the torque converter 3 can be expected. 7 and the turbine wheel 9 are mechanically disconnected from each other.

The direct coupling clutch 17 will be described in detail with reference to FIGS. 3 and 4. A driving conical surface 18 is provided on the inner periphery of the pump impeller 7.
The drive member 19 has a spline fit.

Further, a driven member 22 having a driven conical surface 21 facing parallel to the driving conical surface 18 on its outer periphery is spline-fitted to the inner circumferential wall 20 of the turbine impeller 9 so as to be slidable in the axial direction thereof. be. A piston 23 is integrally formed at one end (left end in FIG. 3) of the driven member 22.
3 is fitted into a hydraulic cylinder 24 provided on the inner circumferential wall 20 of the turbine impeller 9, so that the internal pressure of the hydraulic cylinder 24 and the internal pressure of the torque converter 3 are simultaneously received on both left and right end surfaces.

A cylindrical clutch roller 25 is interposed between the driving conical surface 18 and the driven conical surface 21, and as shown in FIG. 4, the center axis of the clutch roller 25 is aligned with the driving conical surface 21. It is held in an annular retainer 26 at a predetermined angle θ with respect to the generatrix La of a virtual conical surface A (see FIG. 3) passing through the center between the driven conical surface 18 and the driven conical surface 21.

Therefore, at the stage when the torque amplification function of the torque converter 3 is no longer necessary, by introducing a hydraulic pressure higher than the internal pressure of the torque converter 3 into the hydraulic cylinder 24, the driven member 22 is integrated with the piston 23. The clutch roller 25 is pushed toward the driving member 19, thereby causing the clutch roller 25 to move between the driving conical surface 18 and the driven conical surface 21.
is pressed against. At this time, when the driving member 19 is rotated in the X direction in FIG. 4 with respect to the driven member 22 by the output torque of the engine 1, the clutch roller 25 rotates. Since its central axis is inclined as described above, its rotation applies a relative axial displacement force to the driving member 19 and driven member 22, which causes them to approach each other. As a result, the clutch roller 25 bites between the driving conical surface 18 and the driven conical surface 21, and between the driving member 19 and the driven member 20, that is, between the pump impeller 7 and the turbine impeller 9. mechanically connect the two.

Even when the direct coupling clutch 17 is in operation (coupled), if the output torque of the engine 1 exceeds the coupling force and is applied between the pump impeller 7 and the turbine impeller 9, The clutch roller 25 is connected to the drive conical surface 1
8 and the driven conical surface 21, the torque is divided into two, and a part of the torque is transmitted to the direct coupling clutch 1.
7, the remaining torque is applied mechanically to the pump wheel 7.
and is hydrodynamically transmitted via the turbine wheel 9, forming a variable power split system in which the ratio of the former torque to the latter torque changes depending on the degree of slippage of the clutch roller 25.

When a reverse load is applied to the torque converter 3 while the direct coupling clutch 17 is in operation, the driven member 2
2 is larger than the rotational speed of the driving member 19, relatively speaking, the driving member 19 is faster than the driven member 22.
4, and the clutch roller 25 rotates in the opposite direction to the above-mentioned direction.
A relative axial displacement force is applied to the driving member 19 and the driven member 22 so as to separate them from each other.

As a result, the clutch roller 25 has the drive conical surface 1
The biting between the driven conical surface 21 and the driven conical surface 21 is released, resulting in an idling state. The transmission of the reverse load from the turbine wheel 9 to the pump wheel 7 therefore takes place only hydrodynamically.

When the hydraulic pressure of the hydraulic cylinder 24 is released, the piston 23 receives the internal pressure of the torque converter 3 and returns to its initial position, so that the direct coupling clutch 17 becomes inactive (disengaged).

In FIG. 2, a first speed gear train 28, a second speed gear train 29. 3rd speed gear train 30, 4th speed (TOP)
Gear train 31. and a reverse gear train 32 are arranged in parallel. The first speed gear train 28 includes a first drive gear 34 connected to the input shaft 8 via a first speed clutch 33;
It consists of a first driven gear 36 that fits into the drive gear 34 and is connectable to the output shaft 27 via a second one-way clutch 35. The second speed gear train 29 includes a second drive gear 38 connectable to the input shaft 8 via a second speed clutch 37;
The second driven gear 39 is fixed to the output shaft 27 and meshes with the second drive gear 38. Said third speed gear train 3
0 consists of a third drive gear 40 fixed to the input shaft 8 and a third driven gear 42 connected to the output shaft 27 via a third speed clutch 41 and meshing with the third drive gear 40.

The fourth speed gear train 31 is a fourth speed (TOP) clutch 43
The fourth driven gear 46 is connected to the output shaft 27 via a switching clutch 45 and meshes with the fourth driving gear 44. The reverse gear train 32 includes a fifth drive gear 47 provided integrally with the fourth drive gear 44 of the fourth speed gear train 31, and a fifth driven gear connected to the output shaft 27 via the switching clutch 45. It consists of a gear 48 and an idle gear 49 meshing with these gears 47 and 48. The switching clutch 45 has the fourth driven gear 46 and the fifth driven gear 48.
By shifting the selector sleeve 50 of the switching clutch 45 to the forward position on the left side or the reverse position on the right side in FIG. can be alternatively connected to the output shaft 27. The second one-way clutch 35 transmits only the driving torque from the engine 1 and does not transmit torque in the opposite direction.

When the selector sleeve 50 is held in the forward position as shown in FIG. 2, when only the first speed clutch 33 is connected, the first drive gear 34 is connected to the input shaft 8 and the A speed gear train 28 is established and torque is transmitted from the input shaft 8 to the output shaft 27 via the first speed gear train 28 . Next, when the second speed clutch 37 is connected while the first speed clutch 33 is kept connected, the second drive gear 38 is connected to the input shaft 8 and the second speed gear train 29 is established. Torque is transmitted from the input shaft 8 to the output shaft 27 via the second speed gear train 29 . At this time, the first gear clutch 33 is also connected, but due to the action of the second one-way clutch 35, the gear is not in the first gear but in the second gear. The same goes for time. The second speed clutch 37 is released and the third speed clutch 4 is released.
1, the third driven gear 42 is connected to the output shaft 2.
7 to establish the third speed gear train 30, and when the third speed clutch 41 is released and the fourth speed clutch 43 is connected, the fourth drive gear 46 is connected to the input shaft 8. Then, the fourth speed gear train 31 is established. If the selector sleeve 50 of the switching clutch 45 is moved to the right in FIG. is connected to the output shaft 27 to establish the reverse gear train 32, and the reverse torque is transmitted from the input shaft 8 to the output shaft 27 via the reverse gear train 32.

The torque transmitted to the output shaft 27 is transmitted from the output gear 51 fixed to the end of the output shaft 27 to the large diameter gear 52 of the differential device 5.

In FIG. 3, the hydraulic pump 13 has a first pump that communicates between the inlet of the regulator valve 15 and the oil tank 53.
It is interposed in the hydraulic oil passage 54 and sucks up the oil in the oil tank 53 and pumps it to the second hydraulic oil passage 55. The second hydraulic oil passage 55 communicates between the first hydraulic oil passage 54 and the inlet of the governor valve 56 . Pressure oil from the hydraulic pump 13 is sent to a third hydraulic oil passage 57 that branches from the second hydraulic oil passage 55', and the oil pressure is referred to as line pressure PQ. A fourth hydraulic oil passage 59, which is located between the third hydraulic oil passage 57 and the governor valve 56 and branches from the second hydraulic oil passage 55, is connected to a fourth hydraulic oil passage 59 with an inlet port 58 connected thereto. The inlet of the manual valve 60 is connected.

The governor valve 56 is a first output means and is driven by the output shaft 27 of the auxiliary transmission 4 or the large diameter gear 52 of the differential S, and represents oil pressure proportional to the vehicle speed, that is, the vehicle speed. The governor pressure Pg is outputted as the first index pressure to the first pilot oil passage 61 having the throttle 61a.

The throttle valve 58 is a second output means, and is controlled according to the amount of depression of a throttle pedal (not shown), and represents the oil pressure according to the throttle opening of the engine 1, that is, the output of the engine 1. The throttle pressure Pt is outputted to the second pilot oil passage 62 as the second index pressure.

The manual valve 60 has shift positions such as a neutral position, a drive position, and a reverse position, and communicates the fourth hydraulic oil passage 59 and the fifth hydraulic oil passage 63 when in the drive position. The fifth hydraulic oil passage 63 communicates the outflow port of the manual valve 60 and the inflow port of the first shift valve 64. Hydraulic oil path 6
5, the hydraulic actuating portion of the first speed clutch 33 is connected, so that the first speed clutch 33 is always connected when the manual valve 60 is in the drive position. The hydraulic pressure in the fifth hydraulic oil passage 63 is supplied to the hydraulic operating section of the first speed clutch 33, and
shift valve 64. According to the switching operations of the second shift valve 66 and the third shift valve 67, the second speed clutch 37. Third
It is switched and supplied to each hydraulic operating section of the speed clutch 41 and the fourth speed clutch 43.

These first to third shift valves 64, 66, and 67 have a third shift valve branched from the first pilot oil passage 61 at one end thereof. Fourth and fifth pilot oil passages 68, 69 and 70
Governor pressure Pg is applied to the other end, and throttle pressure Pt is applied to the other end through sixth, seventh and eighth pilot wave paths 71, 72 and 73 branched from the second pilot oil path 62, As the vehicle speed increases, that is, the governor pressure pg increases, the first switching position on the left side in FIG. 3 is switched to the second switching position on the right side. That is, the first shift valve 64 is connected to the fifth hydraulic oil passage 63 and the seventh hydraulic oil passage 7 having a throttle 74a.
4, and when the vehicle speed is low, it is in the first switching position on the left side that cuts off between the two hydraulic oil passages 63 and 74. Therefore, in this state, only the first speed clutch 33 is engaged. is connected.

The speed ratio of the first gear is established 6. When the vehicle speed increases, the first shift valve 64 shifts to the right second shift valve 64.
It is switched to the switching position, and the fifth hydraulic oil passage 63 and the seventh hydraulic oil passage 74 communicate with each other. At this time, the second shift valve 6
6 is in the first switching position shown in FIG.
4 is a throttle 75 that communicates with the hydraulic operating part of the second speed clutch 37;
It communicates with an eighth hydraulic oil passage 75 having a. Therefore, the first speed clutch 33 and the second speed clutch 37 are connected, but only the second speed gear train 29 is established due to the action of the second one-way clutch 35 (see FIG. 2), and the second speed clutch 33 and the second speed clutch 37 are connected. The speed ratio is

When the vehicle speed further increases, the second shift valve 66 switches to the second switching position (right side), and the seventh hydraulic oil path 7
4 is communicated with a ninth hydraulic oil passage 76 that communicates between the second shift valve 66 and the third shift valve 67. At this time, the third shift valve 67 has been switched to the first switching position on the left side as shown in FIG. It communicates with a tenth hydraulic oil passage 77 having a throttle 77a that communicates with the hydraulic oil passage 77. Accordingly, the third gear clutch 41 is engaged and the third gear speed ratio is established.

When the vehicle speed further increases, the third shift valve 67 shifts to the right second shift valve 67.
The ninth hydraulic oil passage 76 is communicated with an eleventh hydraulic oil passage 78 having a restriction 78a communicating with the hydraulic operating portion of the fourth speed clutch 43. Accordingly, the fourth gear clutch 43 is engaged and the fourth gear speed ratio is established.

An eighth hydraulic oil passage 75 is a working pressure oil supply path to the second speed clutch 37, a tenth hydraulic oil path 77 is a working pressure oil supply path to the third speed clutch 41, and the fourth speed clutch 4.
The eleventh hydraulic oil passage 78, which is the hydraulic oil supply passage to No. 3, is
First, second, and third accumulators 120, 12
1. and the first to third accumulators 120 to 122, which are connected to the predetermined ports of 122, respectively.
have the same configuration, so the first accumulator 1
20 will be explained, and the same parts of the second and third accumulators 121 and 122 will be given the same reference numerals and the explanation thereof will be omitted. The first accumulator 120 has a piston member 123, a spring 124 that urges the piston member 123 in one direction, and first and second pilot hydraulic chambers 125 and 126.

The piston member 123 is formed by a piston rod 123a having a hollow cylindrical shape with one end open and a flange-shaped piston head 123b integrally protruding from the outer periphery of the other end (closed end). The first pilot hydraulic chamber 125 and the second pilot hydraulic chamber 126 are partitioned by the piston head 123b. The spring 124 is connected to the piston rod 123a.
is disposed between the inner end surface of the fitting hole 127 into which the piston rod 123a is slidably fitted and the inner surface of the closed end of the piston rod 123a. The first pilot hydraulic chamber 125 has a first port 13.
1, the second pilot hydraulic chamber 126 has the second port 13
Furthermore, third boats 133 are opened in the piston rod fitting holes 127, respectively.

The first port 131 of the first accumulator 120
The eighth hydraulic oil passage 75 connects to the second accumulator 1.
The tenth hydraulic oil passage 77 is connected to the first port 131 of No. 21,
Furthermore, the first port 131 of the third accumulator 122
The eleventh hydraulic oil passages 78 are communicated with each other. Further, the first to third accumulators 120 to 12
The second boat 132 of No. 2 is connected to the second pilot oil passage 62.
are connected to each other. Further, the third ports 133 of the first to third accumulators 120 to 122 are respectively communicated with the oil tank 53 via communication passages (not shown).

The first to third accumulators 120 to 122
is intended to alleviate the shock during gear shifting, and its capacity is set larger for lower gears, so
The first accumulator 120 has the largest capacity, and the third accumulator 122 has the smallest capacity.

Further, the throttles 75a and 7 are interposed in the eighth hydraulic oil passage 75, the tenth hydraulic oil passage 77, and the eleventh hydraulic oil passage 78, respectively.
7a and 78a have a synergistic effect with each of the accumulators 120 to 122 to lengthen the direct connection release time during gear shifting, and the throttle amount thereof is set to be larger for lower speed gears.

The operating pressure control means 79 that controls the operating pressure of the direct coupling clutch 17 includes a timing valve (switching valve) 80.

It has a modulating valve 81, an idle release valve 82, and a pressure regulating valve 83 for finely adjusting the pressure.

The timing valve 80 is connected to the direct coupling clutch 17 during gear shifting.
A valve for releasing the lock-up of the torque converter 3, which is directly connected to the spool valve body 84, the first pilot hydraulic chamber 85 facing one end surface (the left end surface in FIG. 3) of the valve body 84, and the valve body 84. The other end surface of the body 84, that is, the first pressure receiving surface 84a (
A second pilot hydraulic chamber 86 facing the right end surface in Fig. 3,
A third pilot hydraulic chamber 88 facing the stepped portion on the other end side of the valve body 84, that is, a second pressure receiving surface 87, and a spring that urges the valve body 84 to the first switching position (on the second pilot hydraulic chamber 86 side). 89. The first boat 80a that opens into the first pilot hydraulic chamber 85 communicates with the oil tank 53 via a communication passage (not shown), and the second port 80b that opens into the second pilot hydraulic chamber 86. an eleventh hydraulic oil passage 7 communicating with the hydraulic actuation part of the fourth speed clutch 43;
8, a third boat 80c communicates with the third boat 80c via a ninth pilot oil passage 90 and opens into the third pilot oil pressure chamber 88.
communicates with the eighth hydraulic oil passage 75, which communicates with the hydraulic actuation section of the second speed clutch 37, via a tenth pilot oil passage 91. From the area S1 of the first pressure receiving surface 84a facing the second pilot hydraulic chamber 86 of the valve body 84, the valve body 8
The area S2 of the second pressure receiving surface 87 facing the third pilot hydraulic chamber 88 of No. 4 is set large. An annular groove 93° 94 is provided on the outer circumferential surface of the valve body 84 on both sides of a land 92 located approximately in the middle in the axial direction, so that the valve body 84 can be moved to a first switching position on the right side as shown in FIG. , the twelfth hydraulic oil passage 95 having the throttle 95a that guides the pressure oil regulated to a predetermined set pressure by the regulator valve 15 into the torque converter 3 is connected to the fourth port 80d.

It communicates with a thirteenth hydraulic oil passage 96, which is an output oil passage to the modulating valve 81, via the fifth port 80e. This state does not change even when the valve body 84 is in the second switching position on the left side, which is opposite to that described above. However, the first switching position and the second switching position
At a position where the valve body 84 is moving between the switching position and the switching position, the thirteenth hydraulic oil passage 96 is temporarily cut off from the twelfth hydraulic oil passage 95, and the eighth hydraulic oil passage 95 is connected to the fourth port 80d,
It communicates with a fourteenth hydraulic oil passage 97 having a throttle 97a via the sixth port 80f. The eighth hydraulic oil passage 95 communicates with the outlet of the regulator valve 15 via a fifteenth hydraulic oil passage 98 branched from the oil passage 95. 7th port between the first boat 80a and the fifth boat 80e;・80h
is a 17th hydraulic oil passage 100 branched from the 16th hydraulic oil passage 99 leading to the hydraulic cylinder 24 of the direct coupling clutch 17.
When the valve body 84 is in the second switching position on the left side, the oil passage 100 is connected to a port 101 formed in the valve body 84,
It communicates with the oil tank 53 via a first pilot hydraulic chamber 85 and a first boat 80a.

The modulating valve 81 is interposed between the thirteenth hydraulic oil passage 96 and the tenth hydraulic oil passage 772 having the throttle 102a, and is connected to the spool valve body 103.

A first pilot hydraulic chamber 104 faces one end surface (the left end surface in FIG. 3) of the valve body 103, a second pilot hydraulic chamber 106 faces the step portion 105 at the other end of the valve body 103, and one end surface (the left end surface in FIG. 3) faces the second pilot hydraulic chamber 106. 3) is the first pilot hydraulic chamber 104.
a plunger 107 that protrudes into contact with the valve body 103;
, a third pilot hydraulic chamber 108 facing the other end surface of the plunger 107 (the left end surface in FIG. 3), and a third pilot hydraulic chamber 108 accommodated in the first pilot hydraulic chamber 104 to move the valve body 103 to the first switching position (second The pilot hydraulic chamber 106 side) has a spring 09 that biases the pilot oil pressure chamber 106 side). Said first pilot hydraulic chamber 104
The first boat 8La, which is open to It's communicating. Therefore, the governor pressure Pg is introduced into the first pilot hydraulic chamber 104. A second boat 81b opening into the second pilot hydraulic chamber 106 communicates with the eighteenth hydraulic oil passage 102.

A third port between the first port 81a and the second port 81b
The port 81c communicates with the thirteenth hydraulic oil passage 96.

a fourth port between the first boat 81a and the third port 81c;
The port 81d is connected to the 18th hydraulic oil passage 102, and the oil passage 1
02 through a 19th hydraulic oil passage 110. The fifth port 81g, which opens into the third pilot oil pressure chamber 108, is connected to the eleventh pilot oil passage 111 which introduces the throttle pressure pt from the throttle valve 58, via a twelfth pilot oil passage 112 branched from the oil passage 111. It's communicating.

In such a modulating valve 81, the spool valve body 103 is urged to the first switching position (right side in FIG. 3) by the throttle pressure Pt, the governor pressure Pg, and the spring 109, so that the modulating valve 81 itself It is urged to the second switching position (left side in FIG. 3) by the output pressure. Therefore, the modulating valve 81 functions to increase the hydraulic pressure output to the 18th hydraulic oil passage 102, that is, the operating pressure of the direct coupling clutch 17 in proportion to the vehicle speed and throttle opening.

The idle release valve 82 is connected to the eighteenth hydraulic oil passage 10.
2 and the sixteenth hydraulic oil passage 99 which communicates with the hydraulic cylinder 24 of the direct coupling clutch 17. ) facing the first pilot hydraulic chamber 114, the second pilot hydraulic chamber 115 facing the other end surface (the right end surface in FIG. 3) of the valve body 113, and a spring 116 that urges the chamber 115 side). The first boat 82a, which opens into the first pilot hydraulic chamber 114, communicates with the oil tank 53 via a communication passage (not shown), and which opens into the second pilot hydraulic chamber 115.
The second boat 82b, which is open to the engine, communicates with the eleventh pilot oil passage 111 that introduces the throttle pressure pt.

A third port 82c adjacent to the first boat 82a communicates with the sixteenth hydraulic oil passage 99 which communicates with the hydraulic cylinder 24 of the direct coupling clutch 17. Said second port 8
A fourth port 82d between the second port 2b and the third port 82c communicates with the eighteenth hydraulic oil passage 102. a fifth port 82e between the second port 82b and the fourth port 82d;
communicates with a 20th hydraulic oil passage 117 branched from the 12th hydraulic oil passage 95. A sixth boat 82f between the second port 82b and the fifth port 82e communicates with a twenty-first hydraulic oil passage 118 having a throttle 118a branched from the fifteenth hydraulic oil passage 98. When the valve body 113 is in the first switching position (right side in FIG. 3), the first valve h82a
and the third port 82c communicate with each other via a port 119 provided in the valve body 113.

In such an idle release valve 82, when the pressure in the second pilot hydraulic chamber 115, that is, the throttle pressure pt is smaller than the biasing force of the spring 116, the idle release valve 82 is in the second switching position as shown in FIG. The oil pressure of the hydraulic cylinder 24 at 17 is supplied to the 16th hydraulic oil passage 99. It is opened to the oil tank 53 through the third port 82c, the port 119 of the valve body 113, the first pilot hydraulic chamber 114, and the first boat 82a in order, and the direct coupling clutch 17 is in a non-operating state. Further, the second pilot hydraulic chamber 1
When the throttle pressure pt introduced into the valve 15 overcomes the biasing force of the spring 116, the valve body 113 moves to the second switching position (left side in FIG. 3), and the 16th hydraulic oil passage 99 and the 18th hydraulic oil passage 102 is in communication, and the direct coupling clutch 17 is activated.

In this manner, the idle release valve 82 functions to release the connection state of the direct coupling clutch 17, that is, release the lockup of the torque converter 3 when the throttle opening is at the idle position.

The pressure regulating valve 83 is an electromagnetic poppet valve 135, and the electromagnetic poppet valve 135 has a valve body 136 and a valve body 13.
6 toward the valve closing side (left side in FIG. 3);
A solenoid 138 that operates the valve body 136 to the valve opening side (to the right in FIG. 3) against the biasing force of the spring 137, and an inlet 83a and an outlet 83b that are communicated and blocked by the valve body 136. As described above, the inlet 83a is connected to the first boat 81a of the modulating valve 81 via the communication path 134, and the outlet 83b is connected to the oil tank 53 via the communication path (not shown). They communicate with each other.

The solenoid 13g of the electromagnetic poppet valve 135 is electrically connected to an electronic control circuit 139.
includes a vehicle speed detector 140 that detects the rotational speed of the output shaft of the transmission or another rotating shaft that rotates at a constant ratio to the output shaft of the transmission and generates an electric signal representative of the vehicle speed.
and an engine rotation speed detector 141 that detects the rotation speed of the engine and generates an electric signal representative of the engine speed are electrically connected to each other. Then, the electronic control circuit 139 receives signals from the detectors 140 and 141 to control the speed ratio e between the pump impeller 7 and the turbine impeller 9, which are the input/output members of the torque converter 3. When the speed ratio e exceeds the reference value and approaches "1" in a certain vehicle speed section, the modulating valve 81 is activated by energizing the solenoid 138 and operating the valve body 136 in the opening direction. The throttle pressure pt acting on the clutch 17 is weakened, and the coupling force of the direct coupling clutch 17 is weakened.

Here, the speed ratio e=1 means that the input and output members of the torque converter 3 are completely connected by the direct coupling clutch 17, and the input and output members rotate synchronously without slipping. Driving in this state may generate unpleasant car body noise in certain vehicle speed ranges, so the solenoid 138 is energized to weaken the coupling force of the direct coupling clutch 17, and several connections are made between the input and output members. By causing a slight slippage, it is possible to effectively prevent vibrations and muffled noise in the vehicle body.

A part of the pressure oil whose pressure is regulated by the regulator valve 15 is guided into the torque converter 3 via the twelfth hydraulic oil passage 95, and pressurizes the inside of the torque converter 3 to prevent cavitation. A pressure holding valve 129 is interposed in the outlet oil passage 128 of the torque converter 3, and the pressure holding valve 12
9, the oil passes through the oil cooler 130 and is transferred to the oil tank 5.
It is now back to 3.

(Function) Next, the function of the direct-coupling control device for the fluid transmission device in the automatic transmission for a vehicle of the present invention having the above-mentioned structure will be explained. first,
When the throttle pedal is in the idle position, the throttle pressure pt does not act on the second pilot hydraulic chamber 115 of the idle release valve 82, so the spool valve body 113
is held in the first switching position shown in FIG. 3 by the urging force of the spring 116, and the 18th hydraulic oil passage 102 and the 16th hydraulic oil passage 99 are cut off, and the hydraulic pressure of the hydraulic cylinder 24 of the direct coupling clutch 17 is reduced. are the sixteenth hydraulic oil passage 99, the third port 82c of the idle release valve 82, and the port 1 of the valve body 113.
19, first pilot hydraulic chamber 114, first port 82a
It is opened to the oil tank 53 via.

As a result, the direct coupling clutch 17 is not engaged, and the lockup is released.

When the throttle pedal is depressed from this state, a throttle pressure pt is generated in proportion to the amount of depression, and this throttle pressure pt acts on the second pilot chamber 115 of the idle release valve 82 and overcomes the biasing force of the spring 116. Then, the spool valve body 113 moves to the second switching position on the left side in FIG. 3, and the third port 82c and the port 119 of the spool valve body 113, and the fifth port 82e and the sixth port 82f are respectively shut off. Third port 82c and fourth boat 8
2d, the 18th hydraulic oil passage 102 and the 16th hydraulic oil passage 9
9 is in communication with the hydraulic cylinder 24 of the direct coupling clutch 17, and the direct coupling clutch 17 is engaged, resulting in a lock-up state 6. That is, the idle release valve 82 is in the first switching position where the direct coupling clutch 17 does not operate. Hebane 116
The second switching position where the direct coupling clutch 17 is activated is biased by a throttle pressure pt, which is proportional to the throttle opening.

On the other hand, when the vehicle speed is in the first or third speed state, the spool valve body 84 of the timing valve 80 is held at the first switching position shown in FIG. The 12th hydraulic oil passage 95 and the 13th hydraulic oil passage 96 communicate with each other via the fourth port 80cl, one annular groove 93 of the spool valve body 84, and the fifth boat 80e, and the 14th hydraulic oil passage 97 and the 13th hydraulic oil passage 17 to cut off communication with the hydraulic oil passage 100.

Further, when the vehicle speed is in the second speed state, the operating pressure oil of the second speed clutch 37 flows into the third pilot oil pressure chamber 88 of the timing valve 80 through the tenth pilot oil passage 91 and the third pilot oil passage 91.
The timing valve 8 is introduced through the port 80c, and due to the pressure of the introduced operating pressure oil of the second speed clutch 37, the timing valve 8
The third spool valve body 84 resists the biasing force of the spring 89.
It is switched and held at the second switching position on the left side in the figure.

Further, when the vehicle speed is in the fourth speed state, the operating pressure oil of the fourth speed clutch 43 flows into the second pilot hydraulic chamber 86 of the timing valve 80 through the ninth pilot oil passage 90 and the second port 80b. The timing valve 80 is introduced by the pressure of the introduced operating pressure oil of the fourth speed clutch 43.
The spool valve body 84 is switched and held at the second switching position on the left side in FIG. 3 against the biasing force of the spring 89 as in the case of the second speed state.

When the timing valve 80 is in the second switching position, the 12th hydraulic oil passage 95 and the 13th hydraulic oil passage 96 are connected to the fourth port 80d, the other annular groove 94 of the spool valve body 84, and the fifth boat 80e. The fourteenth hydraulic oil passage 9
7 and the seventeenth hydraulic oil passage 100 are cut off.

Therefore, there is a transition position between the first switching position and the second switching position of the timing valve 80, and while the timing valve 80 is passing through the transition position due to the speed change operation, the twelfth hydraulic oil passage 95 and the first
Communication with the third hydraulic oil passage 96 is cut off, and the twelfth hydraulic oil passage 95 is connected to the fourteenth hydraulic oil passage 97 and the fourth port 80d.
, the other annular groove 94 . of the spool valve body 84 . and the sixth port 80f, and further communicates with the seventeenth hydraulic oil passage 100.
is the 7th port 80h, the port 101 of the spool valve body 84
, the first pilot hydraulic chamber 85, and the oil tank 53 through the first port 80a. Therefore, while the timing valve 80 is passing through the transition position during the gear shift operation, the pressure oil in the piston 23 of the direct coupling clutch 17 is 16 hydraulic oil passage 99,
The 17th hydraulic oil path 100, the 7th boat 80h, and the boat ○I of the spool valve body 84.

The oil is discharged into the oil tank 53 through the first pilot hydraulic chamber 85 and the first port 80a, and as a result, the direct coupling clutch 1
7 is not combined and the lockup is released, and the first
4 hydraulic oil passage 97, throttle 97a.

Sixth boat 80f, the other annular groove 9 of the spool valve body 84
4, 4th port 80d, 12th hydraulic oil passage 95, throttle 95
A larger amount of oil is supplied to the torque converter 3 via a, and the lock-up can be released more reliably.

The lock-up release time during such a gear shift operation is determined by the area S2 of the second pressure receiving surface 87 on which the hydraulic fluid pressure of the second speed clutch 37 having the first accumulator 120 with a large capacity and the orifice 75a with a large throttle amount acts. A third accumulator 122 with a smaller capacity than the first accumulator 120 and an aperture 78 with a smaller aperture amount than the aperture 75a.
Since the area S is set larger than the area S of the first pressure receiving surface 84a on which the hydraulic oil pressure of the fourth speed clutch 43 acts,
As shown in FIG. 5, the lockup release pressures P1 and P2 are determined by the area ratio S2/S of the first and second pressure receiving surfaces 84a and 87.
The pressure of p % and P2' is sufficient, and the lock-up release time due to the hydraulic oil pressure of the second gear clutch 37 can be shortened to ΔT2', and the lock-up release time due to the hydraulic oil pressure of the fourth gear clutch 43 can be reduced. The misalignment with ΔT4' is corrected and uniformity can be achieved. That is, this lock-up release time is determined by factors of both the accumulator and the aperture.

Therefore, the driver is not given a psychological feeling of anxiety due to unstable control.

(Second Embodiment) FIG. 6 shows a second embodiment of the present invention, in which the structure of the timing valve 80 is slightly modified. Incidentally, in this embodiment, the same parts as in the above-described first embodiment are given the same reference numerals in the drawings, and the explanation thereof will be omitted. In this embodiment, the other end surface (the right end surface in the figure) of the spool valve element 84 is a first pressure receiving surface 84a, and a piston head member 14 having a larger diameter than the spool valve element 84 is provided on the other end surface of the spool valve element 84.
The piston head member 142 is brought into contact with one end surface of the piston head member 142, and the other end surface of the piston head member 142 is used as a second pressure receiving surface 87. A pilot oil passage 91 is connected to the third port 80c, and a ninth pilot oil passage 90 that guides the operating pressure oil of the second speed clutch 43 is connected to the third port 80c. Other configurations and operations are similar to those of the first embodiment described above.

(Effects of the Invention) As detailed above, the automatic transmission for vehicles of the present invention has the following advantages:
A direct-coupled control device for a fluid transmission device has a pressure-receiving surface area of a switching valve that switches the direct-coupling mechanism to a non-operating state (direct-coupling released state) during a speed change operation, and has an accumulator with a large capacity or a throttle with a large throttle amount. The area of the pressure receiving surface on which the working fluid pressure of the speed change clutch acts is set to be larger than the area of the pressure receiving surface on which the working fluid pressure acts of a speed change clutch that has an accumulator with a small capacity or a restriction of water. It is.

Therefore, the direct connection release time at each gear stage can be made uniform,
It is possible to achieve the effect that the driver is not given psychological anxiety regarding the control of the direct coupling mechanism.

[Brief explanation of the drawing]

FIG. 1 shows the hydraulic fluid pressure of the second speed clutch and the hydraulic fluid pressure of the fourth speed clutch during conventional gear shifting. Figures 2 to 5, which are diagrams showing the relationship with the direct connection release time, show an embodiment of the present invention. Fig. 3 is a hydraulic control circuit diagram, Fig. 4 is an exploded view of the main parts of the direct clutch, and Fig. 5 shows the hydraulic pressure of the second speed clutch and the hydraulic pressure of the fourth speed clutch during shifting according to the present invention. FIG. 6 is a sectional view of a timing valve showing a second embodiment of the present invention. 3... Torque converter (fluid transmission device), 4...
Auxiliary transmission, 7... Pump impeller (input member), 9...
- Turbine impeller (output member), 17... Direct coupling clutch (direct coupling mechanism), 33... First speed clutch, 37...
2nd speed clutch, 41... 3rd speed clutch, 43...
・4th speed clutch, 75a, 78a...aperture, 8o・
...Timing valve (switching valve), 84a, 87...Pressure receiving surface. 120.121,122...Accumulator.

Claims (1)

[Claims] 1. A fluid transmission device having an input member and an output member, and a speed ratio of four or more stages connected to the fluid transmission device that can be selected, corresponds to each gear stage, and has an accumulator or a throttle in the operating pressure fluid path. an auxiliary transmission equipped with a fluid pressure actuated speed change clutch; a direct coupling mechanism capable of mechanically coupling the input and output members to each other by actuating the fluid pressure actuation section; and one of the speed change clutches. It has a plurality of pressure receiving surfaces on which working fluid pressures of a plurality of predetermined speed change clutches act, respectively, and when a speed change operation is performed, the working fluid pressure of the speed change clutches related to the gear position to be changed acts to deactivate the direct coupling mechanism. In a direct-coupled control device for a fluid transmission device in an automatic transmission for a vehicle, which is equipped with a switching valve for switching between states, the area of the pressure receiving surface of the switching valve is made different, and the transmission has an accumulator with a large capacity or a throttle with a large throttle amount. For vehicles, characterized in that the area of the pressure receiving surface on which the working fluid pressure of the clutch acts is set larger than the area of the pressure receiving surface on which the working fluid pressure acts of an accumulator with a small capacity or a variable speed clutch with a small throttle. A direct-coupled control device for fluid transmission devices in automatic transmissions.