JPS60104863A - Directly coupled control equipment of fluid transmission device in automatic speed change gear for car - Google Patents

Abstract

PURPOSE:To improve fuel consumption even if no load is imposed on auxiliary machinery by reducing the transmission capacity of a directly coupled mechanism when consumption energy of the auxiliary machinery driven by an engine exceeds the fixed value. CONSTITUTION:Engagement force control means Dc comprises a timing valve, a modulate valve 60, an idle release valve 70 and a solenoid valve 80 as an element forming pressure reducing means. When consumption energy of auxiliary machinery S driven by an engine exceeds the fixed value, the transmission capacity of a directly coupled mechanism Cd is controlled to decrease or be at zero. Thus, the engagement force of the direct-coupled mechanism Cd can be compensated not to be strong excessively by the load of the auxiliary machinery S, so that it is not necessary to set the engagement force at a smaller value, and fuel consumption rate can be improve even if no load is imposed on the auxiliary machinery.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a direct-coupling control device for a fluid transmission device such as a fluid torque converter or fluid coupling in a vehicle automatic transmission.

In order to minimize the fluid sliding loss of the hydraulic torque converter as a fluid transmission device, when the amplification function of the torque converter is almost no longer expected, the output section A should be mechanically connected directly to the user for transmission. It is already well known that efforts should be made to improve efficiency.

In this case, in order to avoid vibrations at low vehicle speeds, it is effective to set the transmission capacity of the direct coupling mechanism to a low value to cause slippage relative to the peak value of J bending during direct coupling. Some of the control devices have already been filed by the applicant. In the application, the engagement force of the direct coupling mechanism is increased in proportion to an index representative of engine power, such as the throttle opening, to further suppress vibrations during cruising by the above-mentioned slippage, and to reduce vibration during acceleration. Some systems are designed to reduce overall fuel consumption by controlling to reduce slippage. According to this, controlling the engagement force of the direct coupling mechanism by involving the throttle opening degree itself achieves a very desirable result. However, when a large load is applied to the auxiliary equipment driven by the engine, the engine output must be reduced and the throttle opening must be increased to maintain the same cruising speed, and the engagement force of the direct coupling mechanism must be strengthened. Put it away. Up until now, it has been necessary to set the engagement force somewhat weakly, taking these operating conditions into account. Therefore, when there is no load on the auxiliary equipment, the fuel consumption reduction rate is conversely low.

The present invention has been made in view of the above circumstances, and provides a direct coupling of a fluid transmission device in a vehicle automatic transmission with a simple configuration that can correct the engagement force of the direct coupling mechanism from becoming too strong due to the load of the auxiliary equipment. The purpose is to provide a control device.

In order to achieve such an objective, according to the present invention, 1L:
The engagement force control means is configured to control the IG coupling mechanism when the energy consumption of the engine-driven supplementary force increases from the default value.
4:, 177 is made to control the engagement force by reducing i10 or, in other words, to zero.

Hereinafter, embodiments of the present invention will be explained with reference to the drawings.
First, apply the present invention! 'ltJ,'+(i □+ speed, 1 reverse speed) In FIG. , auxiliary transmission〕1haA, moving device 1)f sequentially 1, drive vehicle'1ii
It is transmitted to arp' and tr'r and drives them. The output of the engine is also transmitted to the near conditioner as an auxiliary machine S to drive it.

The torque converter 1' includes a pump wheel 2 connected to a crankshaft 1, a turbine wheel 3 connected to an input LIII5 of an auxiliary transmission Jl/, and a stator shaft supported on the input shaft 5 so as to be relatively rotatable. It is composed of a stator impeller 4 connected via a 4aK one-way clutch 7. The torque transmitted from the crankshaft 1 to the pump wheel 2 is hydrodynamically transmitted to the turbine wheel 3, and when the torque is amplified during this time, the stator wheel 4 acts as a reaction force. has a negative phase.

A pump drive gear 8 for driving the hydraulic pump P shown in FIG. 2 is provided at the right end of the pump impeller 2, and a stake shaft 4a
At the right end is the rekinilator valve 7" shown in Fig. 2.
A stake arm 4h is fixedly installed.

A direct coupling mechanism and a roller-type direct coupling clutch Cd are provided between the pump impeller 2 and the turbine impeller 3 to mechanically couple them. To explain this in detail with reference to FIGS. 2 and 3, the inner circumferential wall 2a of the bong wheel 2 includes:
An annular drive member 10 having a drive conical surface 9 on its inner periphery is fitted with a knob line. In addition, the inner peripheral wall 3a of the turbine impeller 3
A driven portion 4J'12 having a driven conical surface 11 facing parallel to the driving conical surface 9 on its outer periphery is fitted into the knob line so as to be slidable in the axial direction. A pinuton 13 is integrally formed at one end of this driven part cover 12, and this pinuton 13
is a hydraulic cylinder 1 provided on the inner circumferential wall 3a of the turbine impeller 3.
4, so that the internal pressure of the cylinder 14 and the internal pressure of the torque converter I' are simultaneously received on both left and right end surfaces.

Drive and driven inner 4f: A cylindrical clutch roller 15 is interposed between the surfaces 9 and 11, and this clutch roller 15 is
As shown in Fig. 3, the central axis 0 is the conical surface 9,
It is held by an annular retainer 16 so as to be inclined at a constant angle θ with respect to the ffi line I of the false rib conical surface 1c (FIG. 2) passing through the center of the space 1.

Therefore, if a hydraulic pressure higher than the internal pressure of the torque converter T is introduced into the hydraulic cylinder 14 at a stage when the torque amplification function of the torque converter T is no longer necessary, the piston 1
3, that is, the driven member 12 is pushed toward the driving member 10. As a result, the shift latch roller 15 is pressed against the conical surfaces 9 and 11 on both sides.

At this time, when the driving member 10 is rotated in the X direction in FIG. 3 with respect to the driven member 12 by the output torque of the engine E,
Along with this, the clutch roller 15 rotates, but since the center axis 0 of the clutch roller 15 is inclined as described above, the clutch roller 15 causes both parts 1dlO and 12 to approach each other due to the rotation. gives a relative axial displacement. As a result, the clutch roller 15 has conical surfaces 9 and 1 on both sides.
1 between the two members 10 and 12, that is, the pump impeller 2
and the turbine wheel 3. Even during such operation of the direct coupling clutch CD, if the output torque of the engine E exceeds the coupling force and is applied between the two wing wheels 2 and 3, the clutch roller 15 The torque is divided into two, with some torque being transmitted mechanically through the direct coupling clutch Cd, and the remaining torque being transmitted hydrodynamically through both wing wheels 2 and 3. A power split system is formed in which the ratio of the former torque to the latter torque changes depending on the degree of slippage of the clutch roller 15.

If a reverse load is applied to the torque converter 7 in the operating state of the direct coupling clutch Ct, the rotational speed of the rupture part 12 becomes higher than the rotational speed of the drive part 10. 10 for driven part control 2)'
As the clutch roller 15 rotates in the direction opposite to the previous direction, the clutch roller 15 rotates in the direction opposite to the previous direction, and applies a relative displacement in the :li+b direction to the two parts 10, 12 to separate them from each other. As a result, the clutch roller 15 has both conical surfaces 9 and 11.
The biting force between the wheels is released and the engine is idling. The reverse load from the turbine wheel 3 to the pump wheel 2 is achieved only hydrodynamically.

Jtki, pinuton 1 releasing the hydraulic pressure of the hydraulic cylinder 14
3 retreats to its initial position in response to the internal pressure of the l, lucon, and motor T, so that the direct coupling clutch CcL becomes inoperative.

Referring again to FIG. 1, the four gears of the auxiliary transmission AI are parallel to each other, and between the output shafts 5 and 6 are the first gear gear 11G1 and the second gear gear 11G1.
A speed gear train G2, a third speed gear train G3, a fourth speed gear train G, and a reverse gear train Gγ are provided in parallel. The first speed gear train G1 is connected to the input shaft 5 via the first speed clutch C1. A drive gear 17 and an output shaft 6 meshing with the gear 17
A driven gear 18 connectable to the one-way latch CO via a one-way latch CO.
Consists of power and power. The second speed gear train G2 has a drive gear 19 connectable to the input shaft 5 via the second speed clutch C2, and an output shaft 6.

It consists of a driven gear 20 which is fixedly installed and meshes with the gear 19 described above. The third speed gear train Gs consists of a driving gear 21 fixed to the input shaft 5 and a driven gear 22 connected to the output shaft 6 via a third speed clutch C3 and capable of meshing with the gear 21.

The fourth gear train G4 includes a driving gear 23 connected to the input shaft 5 via a four-speed clutch C4, and a driven gear connected to the output shaft 6 via a switching clutch Cs and meshing with the gear 23. It consists of 24. Further, the reverse gear train Gγ has a drive gear 25 provided integrally with the drive gear 23 of the fourth speed gear train G4, and the switching clutch C' on the output shaft 6.
Driven gear 27 and both gears 25, 2γ connected via s
and an idle gear 26 meshing with the idler gear 26. The switching clutch Cs is provided between the driven gears 24.degree. 27, and the driven gears 24.degree. It can be selectively connected to the output shaft 6.

The one-way clutch Co transmits only the driving torque of the engine E, and does not transmit torque in the opposite direction.

Thus, when the selector sleeve S is held in the forward position as shown in the figure, if only the first speed clutch C1 is connected, the drive gear 11 is connected to the input shaft 5 and the first speed gear train G1 is activated. torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train G1. Next, first gear clutch C
If the second speed clutch C2 is connected while the drive gear 19 is connected, the drive gear 19 is connected to the input shaft 5 and the second speed gear train G is connected.
2 is established, and torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train G2. At this time, the 1st gear clutch C8 is also engaged, but due to the action of the one-way clutch Co, it does not become the 2nd gear but the 2nd gear.
The same applies to the fourth speed.

When the second speed clutch C2 is released and the third speed clutch C3 is connected, the driven gear 22 is connected to the output shaft 6 to establish the third speed gear train G3, and the third speed clutch C3 is also released. If you do this and connect the 4th speed clutch C4, 1. Drive gear 2
3 is connected to the input rlQI+5 and the fourth speed gear train G4
is established. Further, by moving the selector sleeve S of the switching clutch 9 to the right and connecting only the fourth speed clutch C4, the driving gear 25 is connected to the input shaft 5, the driven gear 27 is connected to the output shaft 6, and the reverse gear is connected. A gear train Gr is established, and an output +1i16K reverse torque is transmitted from the input shaft 5 via this gear train Gγ.

Output lI! The torque transmitted to 1lI6 is transmitted from the output gear 28 provided at the end of the shaft 6 to the large diameter gear 1)G of the differential 1)f.

In FIG. 2, a hydraulic pump P sucks up oil from an oil tank R and pumps it into a hydraulic oil passage 29. After this pressure oil is regulated to a predetermined pressure by a regulator valve Vγ, it is sent to a manual valve Vm as a manual switching valve. This oil pressure is called line pressure pt.

A part of the pressure oil whose pressure is regulated by the regulator valve Vγ is guided into the torque converter T through an inlet oil passage 34 having a restrictor 33, and pressurizes the inside of the torque converter T to prevent cavitation. A pressure holding valve 36 is provided at the outlet oil passage 35 of the torque converter T, and the oil that has passed through the pressure holding valve 36 returns to the oil tank R via an oil cooler 37.

Hydraulic oil passage 29 is connected to throttle valve Vt and governor valve Vg. The throttle valve Vt is controlled according to the amount of depression of a throttle pedal (not shown), and the throttle pressure pt is sent to the pilot oil passage 48 as an index corresponding to the throttle opening of the engine E, that is, an index representing the output of the engine E. Output. In addition, the governor valve V9 is connected to the auxiliary transmission I.
II output shaft 6 or differential gear DJ large diameter gear 1) G
etc., and outputs oil pressure proportional to vehicle speed, that is, governor pressure P9, to the pilot oil path 49.

The manual valve Vm is an oil passage 39 branched from the hydraulic oil passage 29.
and the oil passage 40, and has shift positions such as a neutral position, a drive position, and a reverse position, and allows the oil passages 39 and 40 to communicate with each other when in the drive position. Oil road 40
The branched oil passage 41 is connected to the hydraulic operating part of the first speed clutch C1, and therefore the manual valve V m
The first gear clutch C1 is always engaged when the engine is in the drive position. The oil pressure in the oil passage 40 is the first gear clutch C1.
and the 2nd speed clutch C2, the 3rd speed clutch C3, and the 4th speed clutch C4 according to the switching operation of the 1-2 shift valve V1, 2-3 shift valve V2, and the 3-4 shift valve V. It is switched and supplied to the hydraulically operated part.

These shift valves V, ~V3 have throttle pressure pt and governor pressure Pg applied to both ends thereof, and shift from the first switching position on the left side to the first switching position on the right side in response to an increase in vehicle speed, that is, an increase in governor pressure pg. Switching operation to the 2 switching position. In other words, the 1-2 lift valve V is interposed between the oil passage 40 and the oil passage 42 having a throttle 943, and is a valve that shuts off the two side passages 40 and 42 when the vehicle speed is low. 1 switching position.

Therefore, in this state, only the first speed clutch C1 is engaged, and the speed ratio of the first speed is established.

When the vehicle speed increases, the first and second lift valves V1 are switched to the second switching position on the right side, and the oil passages 40 and 42 are communicated with each other. At this time, the 2-3 shift valve V2 is in the first switching position shown, and the oil passage 42 is communicated with the oil passage 44 leading to the hydraulically actuated portion of the second speed clutch C2. Therefore, the first speed clutch C1
and second gear clutch C2 is engaged, but one-way clutch C.

(See FIG. 1), only the gear train G2 of the second speed is established, resulting in the speed ratio of the second speed.

When the vehicle speed further increases, the 2-3 shift valve V2 switches to the second switching position on the right side, and the oil passage 42 switches to the oil passage 45.
will be communicated to. At this time, the 3-4 shift valve V3 is in the first switching position on the left side as shown in the figure, and the oil passage 45 is communicated with an oil passage 46 leading to the hydraulically operating portion of the third speed clutch C1. Therefore, the third gear clutch C3 is engaged and the third gear speed ratio is established.

When the vehicle speed further increases, the 3-4 shift valve l/3 is switched to the second switching position on the right side, and the oil passage 45 is communicated with the oil passage 41 leading to the hydraulic actuation part of the fourth speed clutch C'4. .

Therefore, the fourth speed clutch 4 is engaged and the speed ratio of the fourth speed is established.

Now, the configuration of the engagement force control means Dc that controls the operating pressure of the direct coupling clutch CcL will be explained with reference to FIG. and a solenoid valve 80 as an element constituting a pressure reducing means.

The timing valve 50 is a valve for releasing the direct connection or lockup of the direct coupling clutch Cd during gear shifting, and includes a spool valve body 51 that moves between a first switching position on the right and a second switching position on the left. The first valve facing the left end surface of the valve body 51
The pilot hydraulic chamber 52 and the second valve facing the right end surface of the valve body 51
The third pilot hydraulic chamber 53A facing the stepped portion 51α facing the right side of the pilot hydraulic chamber 53a and the valve body 51;
and a spring 54 that presses it to the right side. The first pilot hydraulic chamber 52 communicates with the oil tank R, the second pilot hydraulic chamber 53C communicates with a pilot oil passage 90 branched from the hydraulic oil passage 47 to the fourth speed clutch C2, and the third pilot hydraulic chamber 53b A pilot oil passage 91 branched from the hydraulic oil passage 44 to the second speed clutch C2 is communicated with the second gear clutch C2. The pressure receiving area of the valve body 51 facing the second pilot hydraulic chamber 53d and the pressure receiving area facing the third pilot hydraulic chamber 53h are made approximately equal. Two annular grooves 57 and 58 are provided on the outer periphery of the valve body 51, sandwiching the land 56, and when the valve body 51 is in the first switching position as shown, the pressure is regulated by the regulator valve Vr. An oil passage 92 that guides the released pressure oil communicates with the output oil passage 61 to the modinilate valve 60. This state does not change even when the valve body 51 is in the second left switching position.

However, the valve body 51 is connected between the first switching position and the second switching position.
At a position in the middle of movement, the output oil passage 61 is temporarily cut off from the oil passage 92, and the oil passage 92 is connected to oil passages 94 to 94 having an orifice 93.
It is communicated to 5c ＼Kikuginkon Shomata paper. Further, an oil passage 95 branched from the oil passage 71 leading to the hydraulic cylinder 14 of the direct coupling clutch CD is communicated with the first pilot hydraulic chamber 52, that is, the oil tank R, via an oil passage 59 bored in the valve body 51. Ru.

Modini-1/valve 60 is connected to the output oil passage 61 and the oil passage 6.
A spool valve body 64 is provided between the valve body 3 and the valve body 64 and moves between a closed position on the left side and an open position on the right side, and a first pilot hydraulic chamber 65 facing the left end surface of this valve body 64. The second pilot hydraulic chamber 66 faces the right shoulder 64a provided on the right end surface of the valve body 64, the plunger 68 enters the first pilot hydraulic chamber 65 and comes into contact with the valve body 64, and the left end surface of the plunger 68 faces the second pilot hydraulic chamber 66. The third pilot hydraulic chamber 69 and the first
A spring 67 is housed in a pilot hydraulic chamber 65. The first pilot hydraulic chamber 65 is communicated with a pilot oil passage 49 that guides the governor pressure Pq from the governor valve Vg.
will be introduced. Further, the third pilot hydraulic chamber 69 is communicated with a pilot oil passage 48 that guides the throttle pressure pt from the throttle valve Vt, so that the throttle pressure pt acts on the third pilot hydraulic chamber 69. Furthermore, the second
The pilot hydraulic chamber 66 has a restrictor 96 connected to the oil passage 63 by ψ1.
They are communicated via an oil passage 91 extending 1 f.

In this modinilate valve 60, the spool valve body 64
is biased in the valve opening direction by the throttle pressure 1)l and governor pressure Pg, and biased in the valve closing direction by the output pressure of the modinire-1l-f-60 itself. Therefore, the modifier valve 60 functions to increase the hydraulic pressure output to the oil passage 63, that is, the engagement force of the direct clutch CdO in proportion to the vehicle speed and throttle opening.

The idle release valve 70 is provided between the oil passage 63 and an oil passage 71 communicating with the hydraulic cylinder 14 of the direct coupling clutch Cd, and is a spool that moves between a closed position on the right and an open position on the left. A valve body 72, a first pilot hydraulic chamber 13 facing the left end surface of the valve body 72, a second pilot hydraulic chamber 14 facing the right end surface of the valve body 72, and a spring 15 urging the valve body 72 toward the closing side. including. The first pilot hydraulic chamber 73 communicates with the oil tank R, and the second pilot hydraulic chamber 14 communicates with the pilot oil passage 48 via a throttle 98 which is a component of the pressure reducing means.

In this idle release valve 70, when the pressure in the second pilot hydraulic chamber 14 is smaller than the spring force of the spring 15, it closes as shown in the figure, and the hydraulic pressure in the hydraulic cylinder 14 in the direct coupling clutch CD is released through the oil passage 71 and released. port 76
It is released to the oil tank R via. Further, when the throttle pressure pt introduced into the second pilot hydraulic chamber 14 overcomes the spring force of the spring 75, the valve body γ2 moves to the left and the oil passage 63. γ
1 is connected, and the direct coupling clutch Crt is operated. In this way, the idle release valve To functions to release the stopped state of the direct coupling clutches C and d and release the lock-up of the torque converter 7 when the throttle opening is at the idle position. .

A drain oil passage 100 is connected to the second pilot hydraulic chamber 14 of the idle release valve 1o, and includes a solenoid valve 8o and a throttle 99 that constitutes a pressure reducing means together with the solenoid valve 8o. Oil tank l through 8o? connected to. The solenoid valve 8o has a valve body 81 biased toward the closing side by a spring 82.
When the solenoid 83 is energized, the valve body 81 is opened against the force of the spring 82.

In order to control the opening and closing of the solenoid valve 8o, a control circuit 84 is connected to the solenoid 83, and the control circuit 84 includes a vehicle speed detector 85, a load operation detector 86, an engine water temperature detector 81, etc. The detected value of is input. For example, the simplest example of the control circuit 84 is A.
It consists of an ND circuit, and when the load S is operating at a vehicle speed below a certain value/7o and the engine water temperature has risen sufficiently to exceed the predetermined value, a high signal from each detector 85 to 8γ is output. The solenoid 83 is excited according to the level signal.

Here, the engine water temperature detection signal indicates that if the engine water temperature has not reached a predetermined value, the internal pressure of the torque converter T is somewhat higher by the pressure resistance of the pressure holding valve 36 and the oil cooler 3γ, and therefore the near conditioner is detected. This control exclusion signal was provided because there is no need for control because there is no need to worry about the engagement force of the direct coupling clutch Cd becoming too strong even if a load S such as the above operates.

Next, to explain the operation of this embodiment, the idle release valve 70 operates according to the magnitude of the left power of the Nupur valve body 12 due to the hydraulic pressure of the second pilot hydraulic chamber 74 and the right power of the Nupur valve body 72 due to the spring 75. Opens and closes. Therefore, when the solenoid valve 80 is closed, the throttle pressure Pl itself is introduced into the second pilot hydraulic chamber 74, so when the throttle pressure J)l exceeds a predetermined value, the idle IJ IJ-s valve γ0 is oil path 6
3 to the oil passage 71 to engage the direct coupling clutch Cd,
If it is less than the predetermined value, the oil passage 71 communicates with the release boat γ6,
Direct coupling clutch CdO is disengaged.

However, when the solenoid valve 80 opens, the hydraulic pressure in the second pilot hydraulic chamber 74 is modulated by the opening of the two throttles 98° and 99°. For example, both apertures 98.

Assuming that the opening degree of 99 is the same, half of the hydraulic pressure for the throttle/l i will act on the second pilot hydraulic chamber 74. In order to open the idle release valve 70, it is necessary to open the throttle. It will be necessary to press the power approximately twice the predetermined value. However, by opening the solenoid valve 80 in response to the operation of the load S, the operating range of the direct coupling clutch CcL shown by diagonal lines in FIG. 4 can be made smaller as shown by the broken line. As a result, it is possible to remove the region where vibrations are likely to occur, that is, the low to medium speed, small throttle opening/cruising region, from the direct connection operation range of the direct connection clutch Cd. This control is necessary at low and medium speeds where vibrations are likely to occur, and is unnecessary at higher vehicle speeds, so it is desirable to perform it at a predetermined vehicle speed U o or less.

By the way, in this embodiment, when the load S is activated, the engagement of the direct coupling clutch Cd is released only when cruising at low to medium speeds, thereby avoiding expected vibrations. However, as a trade-off, the fuel consumption in that speed range is the same as that of a vehicle equipped with a torque converter without a direct coupling clutch Cd. Therefore, an embodiment that can ensure good fuel economy even during load operation will be described next.

FIG. 5 shows another embodiment of the present invention, in which a pilot pressure Pt is introduced into a third pilot hydraulic chamber 69 of a mononyrate valve 60 via a throttle 9B, and a drain oil passage 100 is connected. . In this way, the solenoid valve 80
In accordance with the opening of the throttle valve 60, the degree of involvement of the throttle pressure 1)l in the modulated valve 60 is weakened. Zuno J: In other words, in the modinilate valve 60, the first pilot hydraulic chamber 65
Since the governor pressure Pq and the hydraulic pressure in the third pilot hydraulic chamber 69 force the valve body 64 to open, the oil The operating pressure output to the line 63 is also reduced, and as shown in FIG. 6, the operating range of the direct coupling clutch Cd indicated by diagonal lines also moves as indicated by the broken line in accordance with the operation of the load 5. That is, when the load S operates, it is necessary to depress the throttle valve an extra amount corresponding to the energy consumed by the load S, but the reinforcement of the engagement force of the direct coupling clutch CdO caused by this is corrected by the modini rate valve 60, and the The engagement force of the direct coupling clutch CdO during medium-speed cruising is kept approximately constant regardless of the operation of the load S. As a result, good fuel economy can be ensured even when the load S is in operation.

FIG. 7 shows still another embodiment of the present invention, in which a throttle 98 is connected to the first pilot hydraulic chamber 65 of the modulated valve 60.
Governor pressure l)q is introduced via the drain oil passage 100, and the drain oil line 100 is connected. By reducing the governor pressure Pg in this way, the same effects as in the embodiments shown in FIGS. 5 and 6 can be obtained.

In the above description, the air conditioner, which consumes the largest amount of energy, is used as the auxiliary device S, but other devices such as a defogger, a headlight, a wiper, etc. may also be used. Furthermore, the present invention can be implemented in a vehicle automatic transmission that uses a fluid coupling instead of the torque converter T.

As described above, according to the present invention, the engagement force control means controls the engagement force to reduce or eliminate the transmission capacity of the direct coupling mechanism when the energy consumption of the auxiliary equipment driven by the engine increases beyond a predetermined value. Since the structure is configured to reduce the resultant force, it is possible to correct the engagement force of the direct coupling mechanism from becoming too strong due to the load of the auxiliary equipment, and there is no need to set the engagement force to a weak level. Furthermore, the fuel efficiency reduction rate can be improved even when there is no load on the auxiliary equipment.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram of an automatic transmission for an automobile with four forward speeds and one reverse speed to which the present invention is applied; Fig. 2 is a simplified hydraulic control circuit diagram of an embodiment of the present invention; Figure 4 is a diagram showing the operating range of the direct coupling clutch, Figure 5 is a simplified hydraulic control circuit diagram of another embodiment of the present invention, and Figure 6 is a diagram showing the operating range of the direct coupling clutch. is a diagram showing the operating range of the direct coupling clutch in Fig. 5, and Fig. 7 is a simplified hydraulic control circuit diagram of still another embodiment of the present invention. ) c.
...Engagement force control means, L'...Engine, l)...
・Pump as hydraulic pressure, pt...slot l-
/ Pressure 1. S...I+Ii 4, J"...Torque stove as downstream transmission device 0...Modular rate valve,
80... Solenoid valve as a component of the pressure reducing means, 98.99... Throttle as a component of the pressure reducing means

Claims (1)

[Scope of Claims] (]) A fluid transmission device having an input member and an output portion (A; a direct connection mechanism capable of directly mechanically connecting the output portion A2 of the fluid transmission device; a pressure source and a direct connection mechanism A direct-coupled control device for a fluid transmission device in an automatic transmission for a vehicle, comprising: an engagement force control means interposed therebetween that proportionally controls the engagement force of the direct-coupling mechanism according to the magnitude of an index representative of engine/engine output; The engaging force side ω11 means is configured to control the retaining force so as to reduce or eliminate the transmission capacity of the direct coupling mechanism when the energy consumption of the auxiliary equipment driven by engine/engine increases from a predetermined value. A direct-coupled control device for a fluid transmission device in an automatic transmission for a vehicle, characterized in that: (2) the index is a throttle pressure proportional to the throttle opening; The present invention is characterized in that it is equipped with a pressure reducing means that reduces the throttle pressure in conjunction with the operation of the throttle valve, and a modulate valve that outputs fluid pressure proportional to the throttle pressure reduced by the pressure reducing means as the operating pressure of the direct coupling mechanism. A direct connection control device for a fluid transmission device in an automatic transmission for a vehicle according to claim (1). (3) The engagement force control means has a proportional relationship that determines the transmission capacity based on the magnitude of the index. The vehicular automatic according to claim 1, wherein the transmission capacity is reduced by a certain amount unrelated to the index in conjunction with the operation of the auxiliary machine. A direct-coupled control device for a fluid transmission device in a transmission.