JP2663652B2 - Hydraulic pressure control device for compound transmission - Google Patents

Description

Description: BACKGROUND OF THE INVENTION The present invention relates to a constant speed reduction mechanism for transmitting a rotational force at a predetermined speed reduction ratio and a continuously variable speed change mechanism capable of continuously changing the speed ratio. In a compound transmission provided with a rotational force from a power source and input via a fluid transmission device having a lock-up clutch, the engagement and disengagement of the lock-up clutch is hydraulically controlled. Pressure control device for a vehicle.

2. Description of the Related Art This type of compound transmission is referred to as a hybrid continuously variable transmission, for example, as disclosed in Japanese Patent Application Laid-Open No. 63-74735. Is transmitted, the load on the V-belt of the continuously variable transmission can be reduced, and the durability of the V-belt can be improved.

Further, in an automatic transmission configured as such a composite transmission, for example, as proposed by the present applicant as Japanese Utility Model Application No. 63-150964, the rotational force of an engine as a power source is used as a fluid transmission device. Some are input via a torque converter.

By the way, the torque converter is provided with a lock-up clutch that can directly connect the engine. By engaging the lock-up clutch, the converter function of the torque converter is lost and the engine rotation is directly input to the transmission. Thus, improvement in fuel efficiency in a high-speed state and the like can be achieved.

The engagement and disengagement of the lock-up clutch is controlled by a control pressure output from a lock-up control valve. In the Japanese Utility Model Application No. 63-150964, the lock-up control valve is called a lock-up solenoid. The switching is controlled by the signal pressure output from the solenoid valve.

Problems to be Solved by the Invention However, in such a conventional compound transmission,
Since the lock-up control valve is controlled to be switched by the signal pressure of the lock-up solenoid, there is a possibility that the lock-up solenoid may be lost in the engaged state of the lock-up clutch, that is, at the position where the lock-up state is set. is there.

When a failure occurs in the lock-up state as described above, the lock-up state is maintained and the engine is directly connected to the engine, and there is no rotational fluctuation buffer function existing in the torque converter. When power is transmitted by the vehicle, there is a problem in that a large shock is generated at the time of starting and stopping, and the riding comfort of the vehicle is significantly deteriorated.

In view of the above, the present invention provides a hydraulic control device for a compound transmission in which a lock-up control valve is held on a lock-up release side during power transmission via a constant speed reduction mechanism. The purpose is to do.

Means for Solving the Problems In order to achieve the above object, a hydraulic pressure control device for a compound transmission according to the present invention is provided between an input shaft and an output shaft and transmits torque with a constant reduction ratio. A constant speed reduction mechanism that is provided between the input shaft and the output shaft in parallel with the constant speed reduction mechanism, and that transmits a torque in a reduction ratio range smaller than the constant speed reduction mechanism; A fluid transmission device with a lock-up clutch for transmitting torque to the input shaft, wherein the engagement and release control of the lock-up clutch is controlled by a lock-up control valve switched by a signal pressure of a lock-up solenoid. A lock-up inhibitor valve for switching between opening and closing a signal pressure supply passage communicating the lock-up solenoid and the lock-up control valve. A hydraulic pressure generated only when power is transmitted by the continuously variable transmission mechanism as a switching pressure of the lock-up inhibitor valve; and when the hydraulic pressure is not generated, the lock-up inhibitor valve is disengaged from the lock-up clutch. It is configured to be set to

In the hydraulic pressure control device for a compound transmission according to the present invention, the signal pressure of the lock-up solenoid supplied to the lock-up control valve is controlled by the lock-up inhibitor valve provided in the signal pressure supply passage. And the hydraulic pressure generated only at the time of power transmission by the continuously variable transmission mechanism is used as the switching pressure of the lock-up inhibitor valve. The lock-up inhibitor valve can be automatically switched depending on whether the lock-up inhibitor valve is used or not.

The lock-up inhibitor valve is set to the release side of the lock-up clutch when the hydraulic pressure used as the switching pressure is not generated, that is, when the power is transmitted by the constant speed reduction mechanism. Even when the lock-up control valve is locked and fixed to the engagement side of the lock-up clutch, the lock-up clutch can be reliably released when power is transmitted by the constant speed reduction mechanism.

Embodiment Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

That is, FIG. 1 is a main part configuration diagram showing an embodiment of a hydraulic pressure control device of a composite transmission according to the present invention. As a composite transmission controlled by the hydraulic pressure control device, for example, FIG. The following are used.

That is, in the compound transmission 10 shown in FIG. 2, the engine E is used as a power source, and the output rotation of the engine E is transmitted through a torque converter 12 as a fluid transmission device to a drive shaft 14 as an input shaft of the transmission. Is transmitted to

The torque converter 12 includes a pump impeller 12a, a turbine runner 12b, and a stator 12c.The torque converter 12 includes a lock-up clutch 16 that can directly connect a cover 12d integrated with the pump impeller 12a and the drive shaft 14. Is provided.

A driven shaft 18 and an output shaft 20 are provided in parallel with the drive shaft 14, and a constant speed reduction mechanism 22 including a gear set to a predetermined reduction ratio is provided between the drive shaft 14 and the output shaft 20. A continuously variable transmission mechanism 24 is provided between the drive shaft 14 and the output shaft 20 via the driven shaft 18.

A hollow shaft 26 is relatively rotatably fitted to an end of the drive shaft 14, and a forward drive gear 28 and a reverse drive gear 30 are relatively rotatably fitted to the hollow shaft 26. , A forward clutch 32 between the hollow shaft 26 and the forward drive gear 28.
Is provided, and a reverse clutch 34 is provided between the hollow shaft 26 and the reverse drive gear 30.

Further, a low clutch 36 is provided between the drive shaft 14 and the hollow shaft 26, and by fastening the low clutch 36, the drive shaft 14 and the hollow shaft 26 are integrally rotated. The rotation of the hollow shaft 26 is transmitted to the progressive drive gear 28 when the forward clutch 32 is engaged,
When the reverse clutch 34 is engaged, it is transmitted to the reverse drive gear 30.

A forward output gear 38 constantly meshed with the forward drive gear 28 is attached to the output shaft 20 via a one-way clutch 40 as a relative rotating member, and the reverse drive gear 30 is connected to the reverse drive gear 30 via an idler gear 42. A reverse output gear 44 that is always meshed is mounted.

The one-way clutch 40 is locked when torque is transmitted from the forward drive gear 28 in the direction of forward output 38, and idles when torque is transmitted in the opposite direction.

On the other hand, a drive pulley 52 including a fixed sheave 46, a movable sheave 48 and a drive pulley cylinder chamber 50 is provided at an intermediate portion of the drive shaft 14, and a fixed sheave is mounted on the driven shaft 18.
A driven pulley 60 comprising a movable sheave 56, a driven sheave 56 and a driven pulley cylinder chamber 58 is provided, and a V-belt 62 circulates between the driving pulley 52 and the driven pulley 60.

A forward driven gear 64 constantly meshed with the reverse main power gear 44 is rotatably fitted to the driven shaft 18, and a high clutch 66 is provided between the driven shaft 18 and the forward driven gear 64. When the high clutch 6 is engaged, the rotation of the driven shaft 18 is transmitted to the reverse output gear 44 via the forward driven gear 64.

Then, from the drive shaft 14, the low clutch 36, the hollow shaft 26,
The above-mentioned constant speed reduction mechanism 22 is constituted by a rotational force transmission path to the output shaft 20 via the forward clutch 32, the forward drive gear 28 and the forward output gear 38, and the drive pulley 52, the V belt The continuously variable transmission mechanism 24 is configured with a rotational force transmission path that reaches the output shaft 20 via 62, the driven pulley 60, the driven shaft 18, the high clutch 66, the forward driven gear 64, and the reverse output gear 44.

Note that the maximum reduction ratio of the continuously variable transmission mechanism 24 is set smaller than the reduction ratio obtained by the constant reduction mechanism 22. In practice, the forward driven gear 64 and the reverse output gear 44 have the same diameter. Therefore, the maximum reduction ratio between the drive pulley 52 and the driven pulley 60 is set smaller than the reduction ratio between the forward drive gear 28 and the forward output gear 38.

The rotation of the output shaft 20 is transmitted to the ring gear 72 of the differential gear 70 via the reduction gear 68, and the drive shafts 74 and 74a are driven with the differential function of the differential gear 70.

In such a composite transmission 10, by setting the low clutch 36 and the high clutch 66 to the disengaged state, the rotational force transmission path from the drive shaft 14 to the output shaft 20 is cut off. No engine 10 power is transmitted to the outer drive wheels.

Next, in the case of running conditions that require a relatively large driving force when starting on an uphill or the like, the forward clutch 32 is engaged, and the high clutch 66 is released and the low clutch 36 is engaged. .

In this state, the rotational force of the engine 10 is transmitted to the drive shaft 14 via the torque converter 12, and the hollow shaft 26 and the forward clutch 32 are further transmitted from the drive shaft 14 via the engaged low clutch 36. The transmission is transmitted to the forward drive gear 28 via the forward drive gear 28, and is transmitted from the forward drive gear 28 to the forward output gear 38 constantly meshed with the forward drive gear 28.

Since the forward output gear 38 is connected via the one-way clutch 40 so as to rotate integrally with the output shaft 20, a rotational force is transmitted to the output shaft 20, and the rotation of the output shaft 20 causes the reduction gear 68 to rotate. The differential gear 70 is differentially driven via the ring gear 72 and drives the drive shafts 74 and 74a.

Therefore, at the time of the start, a large driving force can be obtained by transmitting the torque through the constant speed reduction mechanism 22 having a large speed reduction ratio.

During the transmission of the rotational force via the constant deceleration mechanism 22,
Since the high clutch 66 is released, the transmission of rotational force via the continuously variable transmission mechanism 24 is not performed.

Next, when an operating condition requiring a relatively small driving force is reached, the high clutch 66 is engaged from the operating state via the constant deceleration mechanism 22.

Then, the torque of the drive shaft 14 is transmitted to the driven shaft 18 via the drive pulley 52, the V-belt 62 and the driven pulley 60, and the torque of the driven shaft 18 is transmitted via the high clutch 66 in the engaged state. And transmitted to the forward driven gear 64, and
The power is transmitted to the output shaft 20 via the reverse output gear 44 meshed with the forward driven gear 64.

Therefore, between the drive shaft 14 and the output shaft 20, there is a continuously variable transmission mechanism 24.
Is transmitted through the output shaft 20.
Is rotated, the differential gear 70 is operated, and the drive shafts 74 and 74a are driven.

At this time, since the output shaft 20 is rotated at a high speed by the forward output gear 38, even when the forward clutch 32 is in the engaged state, the one-way clutch 40 is in an idling state, and interlock in the power transmission path is prevented. You.

When torque is transmitted through the continuously variable transmission mechanism 24, the hydraulic pressure supplied to the drive pulley cylinder chamber 50 and the driven pulley cylinder chamber 58 is controlled to
By changing the groove width of 52 and the driven pulley 60,
The gear ratio between the drive shaft 14 and the output shaft 20 can be changed steplessly.

Next, when the transmission is set in the reverse state, the low clutch 36 and the reverse clutch 34 are engaged, respectively.

At this time, the high clutch 66 and the forward clutch 32 are each set to the released state.

When the drive shaft 14 is set in the retreat state, the rotational force of the drive shaft 14 is reduced by the low clutch 36, the hollow shaft 26, the reverse clutch 34, the reverse drive gear 30, the idler gear 42, and the reverse output gear 44.
At this time, the rotation of the output shaft 20 is reversed by the rotation of the output shaft 20 through the idler gear 42, so that the vehicle travels backward.

By the way, the low clutch 36, the high clutch 66, the forward clutch 32 and the reverse clutch 34 are engaged and disengaged by an operating pressure supplied from a hydraulic control device. The device generates an operating pressure according to the running conditions of the vehicle.

The hydraulic pressure control device is shown in FIG. 1 above, in particular, by extracting parts particularly relevant to the present invention. The entirety of the hydraulic pressure control device is, for example, filed by the present applicant as Japanese Patent Application No. 63-75973. In this case, the overall structure of the hydraulic pressure control device is omitted.

That is, in the main part of the hydraulic pressure control device shown in FIG.
Hydraulic circuit 1 from regulator valve 100 to high clutch 66
02 and a hydraulic circuit 104 from the regulator valve 100 to the torque converter 12 are shown.

The regulator valve 100 adjusts the hydraulic pressure discharged from the hydraulic pump 106 driven by the engine 10 to a line pressure according to running conditions, and this line pressure is supplied via a circuit 108 .

The hydraulic circuit 102 is branched from the line pressure circuit 108, and is provided with a shift control valve 110 and a neutral valve 112 on the way, and the control pressure of the shift control valve 110 is controlled by the neutral valve 112.
The high pressure is supplied to the high clutch 66 by the switching, and the high clutch 66 is engaged by supplying the control pressure.

The shift control valve 110 is operated in conjunction with a shift command valve 116 driven by a step motor 114, and changes the line pressure introduced into the port 110a by the amount drained from the drain port 110c according to the amount of movement of the spool 110b. By adjusting the control pressure, a control pressure is generated at the control pressure port 110d.

That is, when the step motor 114 is driven, the shift command valve 116 moves the rod 116a in the axial direction,
The spool 110b of the shift control valve 110 is moved by the movement of the rod 116a. In the present embodiment, when power is transmitted via the constant speed reduction mechanism 22, the
6a is set to the upper half position in the figure and the spool
110b is set at the lower half position in the figure, and port 110a and port
It is shut off between 110d.

On the other hand, when power is transmitted through the continuously variable transmission mechanism 24, the rod 116a is moved to the lower half position in the figure, and the spool 110b is set to the upper half position in the figure, and the port 110d
Control pressure is generated at this time. At this time, part of the line pressure introduced into the port 110a is
Drained from 0c.

The control pressure regulated by the shift control valve 110 is supplied to the drive pulley cylinder chamber 50 shown in FIG. 1 through a circuit 118, and is generated to control the groove width of the drive pulley 52. The driving pulley pressure is used as the high clutch pressure.
It is supplied to.

The neutral valve 112 is switched by a forward pressure supplied from a manual valve (not shown). When the forward pressure is introduced, the neutral valve 112 is in an upper half position in the figure, and the control pressure of the shift control valve 110 is controlled. Is introduced into the high clutch 66 as the high clutch pressure, and when the forward pressure is not supplied, the control pressure is cut off and the high clutch pressure is drained.

An accumulator 120 that uses the throttle pressure as a backup pressure is provided downstream of the neutral valve 112, and the accumulator 120 determines the rise of the control pressure supplied to the high clutch 66.

The throttle pressure is also introduced as a control pressure into the port 110a of the regulator valve 100.

On the other hand, the hydraulic circuit 104 supplies a torque converter pressure to the torque converter 12, and is connected to a port 100c adjacent to the line pressure regulating port 100b of the regulator valve 100. A pressure control valve 122 and a lock-up control valve 124 are provided.

The torque converter pressure control valve 122 has a function of adjusting the pressure supplied from the regulator valve 100 to a predetermined pressure, and the lock-up control valve 124 engages or releases the lock-up clutch 16 of the torque converter 12. Has functions.

That is, the lock-up control valve 124 is used to lock-up the port 124a for introducing the torque converter pressure regulated by the torque converter pressure control valve 122, the port 124b for supplying the release pressure for unlocking the lock-up, and the like. And a port 124c for supplying an apply pressure of the same, when the spool 124d is at the upper half position in the figure, the port 124a communicates with the port 124b, and the spool 124d is in the lower half part in the figure. When in the position, the ports 124a and 124c are communicated.

The release pressure is supplied to the left side of the lock-up clutch 16 shown in FIG. 2 in the drawing, and the release pressure is supplied to cover the lock-up clutch 16 with the cover 12d.
The apply pressure is supplied to the right side of the lock-up clutch 16 in the figure, and has a function of pressing the lock-up clutch 16 against the cover 12d for fastening.

Further, the lock-up control valve 124 is configured such that the torque converter pressure is fed back to the porter 124e, the release pressure is fed back to the port 124f, and the hydraulic fluid circulated through the torque converter 12 is supplied to the drain circuit 12e.
The drain liquid is cooled through a cooler 128 and then used for lubricating various parts.

Incidentally, the lock-up control valve 124 is configured to be switched to an upper half position or a lower half position in the drawing by a signal pressure supplied to a chamber 124g provided at the right end in the drawing. Generated by lock-up solenoid 130.

The lock-up solenoid 130 introduces the torque converter pressure supplied from the torque converter pressure control valve 122, and controls the drain amount of the torque converter pressure by turning on and off the lock-up solenoid 130, thereby The signal pressure can be obtained.

Here, in the present embodiment, the lock-up solenoid 13
A lock-up inhibitor valve 134 is provided in a signal-pressure supply passage 132 that communicates 0 with the chamber 124g of the lock-up control valve 124, and the signal-pressure supply passage 132 is opened and closed by the lock-up inhibitor valve 134. It has become.

The lock-up inhibitor valve 134 is a spool that is pressed to an upper half position in the drawing by a return spring 134a.
At the left end of the spool 134b in the drawing, there is provided a chamber 134c into which a switching pressure is introduced, and when the switching pressure is introduced into the chamber 134c, the spool 134b is opposed to the return spring 134a. It is set to the middle and lower half position.

The switching pressure supplied to the chamber 134c is a hydraulic pressure generated only during power transmission by the continuously variable transmission mechanism 24, that is, a control pressure for engaging the high clutch 66 (hereinafter, referred to as a high clutch pressure). ) Is used, and the high clutch pressure is introduced into the lock-up inhibitor valve 134 via the passage 136.

The lock-up inhibitor valve 134 shuts off the signal pressure supply passage 132 by setting the spool 134b at the upper half position in the drawing, and sets the spool 134b to the lower half position in the drawing. Thus, the signal pressure supply passage 132 is communicated.

With the above configuration, in the pressure reducing control device of the present embodiment, the lock-up control valve 124 and the lock-up solenoid 1
A lock-up inhibitor valve 134, which is opened and closed by a high clutch pressure, is connected to a signal pressure supply passage 132 communicating with the valve 30.
Is provided, the compound transmission 10 is driven by the continuously variable transmission mechanism 24.
Since the high clutch pressure is generated when the power is transmitted, the lock-up inhibitor valve 134 is in a communicating state, and when the power is transmitted by the constant speed reduction mechanism 22, the high clutch pressure is not generated. The lock-up inhibitor valve 134 is turned off.

For this reason, when power is transmitted by the continuously variable transmission mechanism 24, the signal pressure controlled by the lock-up solenoid 130 can be supplied to the lock-up control valve 124 via the signal pressure supply passage 132 as usual. The lock-up clutch 16 can be engaged or released according to the signal pressure.

On the other hand, when power is transmitted by the constant speed reducer 22, the signal pressure supply passage 132 is shut off, so that the torque converter pressure output from the torque converter pressure control valve 122 is not drained (the lock-up control valve 124 rooms124
g, the spool 124d of the lock-up control valve 124 is always held at the lower half position in the figure.

Then, the lock-up control valve 124 is in a state where the port 124a and the port 124b are in communication, and the torque converter pressure introduced to the port 124a is supplied to the torque converter 12 as a release pressure, and the lock-up clutch
16 is set to the release state.

Therefore, when the lock-up solenoid 130 is lost in the drain state, the lock-up clutch 16 is engaged during power transmission by the continuously variable transmission mechanism 24, that is, the lock-up state is set. When the power is transmitted, the lock-up clutch 16 is reliably set to the released state, that is, the lock-up released state.

For this reason, the constant speed reduction mechanism 22 can fully utilize the converter function of the torque converter 12, and when starting or braking in the constant speed reduction mechanism 22 where a large torque is generated, the rotation fluctuation is reduced. As a result, it is possible to prevent the occurrence of jerky vibrations and the like, and to ensure the riding comfort of the vehicle.

In the above-described embodiment, the constant speed reduction mechanism 22 is configured as a transmission means by a gear using the forward drive gear 28 and the forward output gear 38. However, the present invention is not limited thereto, and a sprocket and a chain may be used. The continuously variable transmission mechanism 24 is not limited to the V-belt type, but may be a toroidal type continuously variable transmission mechanism.

Effect of the Invention As described above, in the hydraulic control apparatus for a compound transmission according to the present invention, the signal pressure of the lock-up solenoid is used as the switching pressure by using the hydraulic pressure generated only when power is transmitted by the continuously variable transmission mechanism. A lock-up inhibitor valve for opening and closing the supply passage is provided, and the lock-up inhibitor valve is set to the release side of the lock-up clutch when power is transmitted by the constant speed reduction mechanism. Even in the event of a fall, the lock-up clutch is released during power transmission by the constant deceleration mechanism, which outputs a large torque, so that the rotation fluctuation absorbing function of the fluid transmission device is fully utilized for smooth running. This can provide an excellent effect that the ride comfort of the vehicle when the lock-up solenoid fails can be remarkably improved.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a main portion showing an embodiment of the present invention, and FIG. 2 is a schematic configuration diagram of a compound transmission to which the present invention is applied. 10 ... compound transmission, 12 ... torque converter (fluid transmission), 14 ... drive shaft (input shaft), 16 ... lock-up clutch, 18 ... driven shaft, 20 ... output shaft, 22 ... Constant deceleration mechanism, 24… Continuously variable transmission mechanism, 36 …… Low clutch, 66
…… High clutch, 124 …… Lock-up control valve, 130…
… Lock-up solenoid, 132 …… Signal pressure supply passage, 1
34: Lock-up inhibitor valve, E: Engine (power source).

Claims (1)

(57) [Claims] 1. A constant speed reduction mechanism provided between an input shaft and an output shaft and transmitting torque with a constant speed reduction ratio; and a constant speed reduction mechanism provided between said input shaft and output shaft in parallel with said constant speed reduction mechanism. A continuously variable transmission mechanism that transmits torque in a reduction ratio range smaller than the constant speed reduction mechanism; and a fluid transmission device with a lock-up clutch that transmits torque of a power source to the input shaft. In a compound transmission in which the engagement and release control of the lockup control valve is switched by the signal pressure of the lockup solenoid, the supply pressure is supplied to a signal pressure supply passage communicating the lockup solenoid and the lockup control valve. A lock-up inhibitor valve for opening and closing the passage is provided, and when the power is transmitted by the continuously variable transmission mechanism as a switching pressure of the lock-up inhibitor valve. A hydraulic pressure control device for a compound transmission, wherein the lock-up inhibitor valve is set to a release side of a lock-up clutch when the hydraulic pressure is not generated.