US4628767A
Expired / Lapsed
US
⏱️ 0.0 years remaining
Direct-coupled control for a torque converter including a two stage speed responsive valve control
Assignee: Honda Motor Co Ltd
•
Filing: 1984-08-15
•
Granted: 1986-12-16
•
Expires: 2004-08-15
Abstract
Abstract A direct-coupling controller for a torque converter direct-coupling clutch in an automatic transmission. The controller can include a feedback pilot oil pressure operated reduction valve with a throttling orifice in the signal line and a pilot oil pressure switched vehicle speed response valve in parallel with the reduction valve. The vehicle speed response valve bypasses the reduction valve when vehicle speed is above a predetermined value. Alternatively, the controller includes a single valve which is pilot oil pressure switched depending on vehicle speed which in an open position directly feeds oil pressure to the clutch and which in a closed position feeds the oil pressure to the clutch while throttling the oil pressure through an orifice and permitting some of the working oil to pass the drain through another throttling orifice.
Inventors
- 👤 Masao Nishikawa
- 👤 Yoshimi Sakurai
- 👤 Takashi Aoki
Bibliographic Details
Application Number
—
Jurisdiction
US
Data Source
google_patents
Last Synchronized
2026-11-01 20:01
CPC Classifications
F; F16; F16H; F16H61/00; F16H61/14; F16H59/00; F16H59/36; F16H59/44; F16H61/04; F16H61/08; Y; Y10; Y10T; Y10T74/00; Y10T74/19; Y10T74/19149; Y10T74/19153
Claims Analysis
Total Claims: 7
Claim 1
Independent Claim
291 words
A direct-coupling control system for a torque converter in an automatic transmission in a vehicle, the torque converter including an input member provided with a pump rotor and an output member provided with a turbine rotor; the transmission further including a source of working oil pressure, a direct-coupling clutch interposed between the input and output members for mechanically coupling them together, the clutch including a hydraulic cylinder for actuation thereof, and an auxiliary transmission including a plurality of stages of gear trains for transmitting the torque of the output member to a drive wheel, each of the gear trains having a hydraulically operated friction element for actuation thereof, each friction element including a hydraulic cylinder; said direct-coupling control system comprising means interposed between said hydraulic cylinder of said direct-coupling clutch and said source of working oil pressure for controlling coupling force of said direct-coupling clutch by controlling working oil pressure to said hydraulic cylinder of said clutch in a first stage and a second stage, said first stage being wherein said coupling force is relatively small when speed of the vehicle is not more than a predetermined value and said second stage being wherein said coupling force is relatively large when speed of the vehicles is not less than said predetermined value; said means for controlling coupling force comprises an oil line connecting said source of working oil pressure to said hydraulic cylinder of the clutch, a reduction valve in said oil line for closing said oil line when the working oil pressure of the clutch reaches a predetermined level, and a vehicle speed response valve in said oil line in parallel with said reduction valve for opening said oil line when the speed of the vehicle exceeds said predetermined value.
Claim 2
Dependent Claim
291 words
A direct-coupling control system for a torque converter in an automatic transmission in a vehicle, the torque converter including an input member provided with a pump rotor and an output member provided with a turbine rotor; the transmission further including a source of working oil pressure, a direct-coupling clutch interposed between the input and output members for mechanically coupling them together, the clutch including a hydraulic cylinder for actuation thereof, and an auxiliary transmission including a plurality of stages of gear trains for transmitting the torque of the output member to a drive wheel, each of the gear trains having a hydraulically operated friction element for actuation thereof, each friction element including a hydraulic cylinder; said direct-coupling control system comprising means interposed between said hydraulic cylinder of said direct-coupling clutch and said source of working oil pressure for controlling coupling force of said direct-coupling clutch by controlling working oil pressure to said hydraulic cylinder of said clutch in a first stage and a second stage, said first stage being wherein said coupling force is relatively small when speed of the vehicle is not more than a predetermined value and said second stage being wherein said coupling force is relatively large when speed of the vehicles is not less than said predetermined value; said means for controlling coupling force comprises an oil line connecting said source of working oil pressure to said hydraulic cylinder of the clutch, a reduction valve in said oil line for closing said oil line when the working oil pressure of the clutch reaches a predetermined level, and a vehicle speed response valve in said oil line in parallel with said reduction valve for opening said oil line when the speed of the vehicle exceeds said predetermined value.
Claim 3
Dependent Claim
145 words
The direct-coupling control system as set forth in claim 1, wherein said reduction valve comprises a spool valve member slideable in a bore between an open position and a closed position, a spring biassing said spool valve member towards said open position, and a pilot oil pressure chamber formed in said bore at an end face of said spool valve member opposite said spring, said reduction valve having an input port connectible to said oil line, an outlet port connectible to said vehicle speed response valve and having an output oil branch line connected to said pilot oil pressure chamber, and a throttling orifice in said output oil branch line, said input port communicating with said output port when said spool valve member is in said open position and being blocked from said output port when said spool valve member is in said closed position.
Claim 4
Dependent Claim
194 words
The direct-coupling control system as set forth in claim 1, wherein said vehicle speed response valve comprises a spool valve member slideable in a bore between an open position and a closed position, a spring biassing said spool valve member toward said closed position, a pilot oil pressure chamber formed in said bore at an end face of said spool valve member opposite said spring, and a snap action mechanism in said pilot oil pressure chamber operatively associated with said spool valve member for delaying movement of said spool valve member between said open and said closed positions, said vehicle speed response valve having an output port connectible to the hydraulic cylinder of the direct-coupling clutch, a first input port connected directly to the reduction valve, a second input port connectible to said oil line, and a port into said pilot oil pressure chamber connectible to a source of working oil pressure proportionate to vehicle speed, said first input port communicating with said output port when said spool valve member is in said closed position, said second input port communicating with said output port when said spool valve member in in said open position.
Claim 5
Dependent Claim
194 words
The direct-coupling control system as set forth in claim 2, wherein said vehicle speed response valve comprises a spool valve member slideable in a bore between an open position and a closed position, a spring biassing said spool valve member toward said closed position, a pilot oil pressure chamber formed in said bore at an end face of said spool valve member opposite said spring, and a snap action mechanism in said pilot oil pressure chamber operatively associated with said spool valve member for delaying movement of said spool valve member between said open and said closed positions, said vehicle speed response valve having an output port connectible to the hydraulic cylinder of the direct-coupling clutch, a first input port connected directly to the reduction valve, a second input port connectible to said oil line, and a port into said pilot oil pressure chamber connectible to a source of working oil pressure proportionate to vehicle speed, said first input port communicating with said output port when said spool valve member is in said closed position, said second input port communicating with said output port when said spool valve member is in said open position.
Claim 6
Dependent Claim
64 words
The direct-coupling control system as set forth in claim 3, wherein said snap action mechanism comprises a stationary regulating plate mounted in said bore, a circumferential, inwardly directed positioning land on said regulating plate, a pair of balls radially movably mounted in said spool valve member, and means in said spool valve member biasing said pair of balls into contact with said regulating plate.
Claim 7
Dependent Claim
64 words
The direct-coupling control system as set forth in claim 4, wherein said snap action mechanism comprises a stationary regulating plate mounted in said bore, a circumferential, inwardly directed positioning land on said regulating plate, a pair of balls radially movably mounted in said spool valve member, and means in said spool valve member biasing said pair of balls into contact with said regulating plate.
References Cited (Backward Citations)
USPTO Annuity & Maintenance Windows
| Annuity Stage | Window Opens | Payment Deadline | Surcharge Period Until | Estimated Fee | Status |
|---|---|---|---|---|---|
| 3.5 Years (Year 4) | 1989-12-15 | 1990-06-16 | 1990-12-16 | $2000.00 | Window Closed / Lapsed |
| 7.5 Years (Year 8) | 1993-12-15 | 1994-06-16 | 1994-12-16 | $3760.00 | Window Closed / Lapsed |
| 11.5 Years (Year 12) | 1997-12-15 | 1998-06-16 | 1998-12-16 | $7700.00 | Window Closed / Lapsed |