JPS59103067A - Control method of power transmission for vehicle - Google Patents

Abstract

PURPOSE:To allow a creep phenomenon to be generated when idling in the drive range by controlling the engagement of a friction clutch so that the engine speed may be at a predetermined value which is lower than the idle speed in the neutral range. CONSTITUTION:Only when the manual shift range is in the drive or reverse range, the throttle opening is zero, and the vehicle speed is nearly zero, a control device 140 works in such a manner in which the duty ratio of a solenoid switch valve 111 is reduced to increase the clutch engagement load, and the clutch stroke is controlled through a clutch release cylinder device 95, if the engine speed Ne as sensed by a sensor 144 is higher than a creep control speed Nc. By such a control of the engagement load, the engine speed Ne is maintained at the speed Ne which is lower than the idle speed in the neutral range, generating a creep phenomenon having a desired creeping force. Thus, the gas pedal operation at the time of a start in the middle of a slope, etc. becomes easy.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method of controlling a power transmission device used in a vehicle such as an automobile, and particularly to a control method for controlling a power transmission device having a friction clutch so that creep occurs during idling operation. Regarding the method.

In vehicles equipped with a power transmission system that has a hydraulic torque converter or hydraulic coupling, when the manual shift range is set to a driving range such as D range or reverse range, the accelerator pedal is not depressed at all. The drag torque required to rotate the input member of a hydraulic torque converter or hydraulic coupling generates a driving force, a so-called creep force, in the output member, resulting in a creep phenomenon in which the vehicle runs at a low speed. This creep phenomenon makes it easier to operate the accelerator pedal when starting on a slope, driving on a congested road, or driving in reverse, and promotes easy driving.

However, in vehicles equipped with a power transmission device that does not have a fluid torque converter or fluid coupling, and where starting control is performed by a friction clutch,
The above-mentioned creep phenomenon does not occur, and delicate accelerator operation is required when starting on a slope, driving on a congested road, or driving in reverse.

An object of the present invention is to provide a control method for controlling a power transmission device so that creep similar to that in a power transmission device having a hydraulic torque converter or a fluid coupling occurs even in a power transmission device having a friction clutch. It is said that

Such object, according to the invention, comprises a friction clutch,
A method for controlling a vehicle circumferential horn transmission device configured to transmit rotational power of a prime mover to drive wheels by engagement of the #friction latch, detecting the rotational speed of the prime mover, and detecting a rotational speed of the prime mover when the manual shift range is in the travel range and This is achieved by a control method that controls engagement of the friction clutch so that the rotational speed of the prime mover during idling operation is a predetermined value lower than the idling rotational speed during neutral range.

According to the present invention, during idling operation when the manual shift range is set to the driving range and the accelerator pedal is not depressed, the rotational speed of the prime mover is brought to a predetermined value lower than the idling rotational speed in the neutral range by engagement of the friction clutch. By holding the friction clutch, that is, by generating a predetermined transmission torque provided by the friction clutch, the rotational power of the prime mover is transmitted to the driving wheels via the friction clutch, and a creep phenomenon occurs.

The invention will now be described in detail by way of example embodiments with reference to the accompanying drawings. FIG. 1 is an IIX sectional view showing one embodiment of a vehicular power transmission device suitable for implementing the control method according to the present invention, and FIG. 2 is a skeleton diagram of the vehicular power transmission device shown in FIG. 1. be. In these figures, 1 indicates a friction clutch, and 2 indicates a gear transmission.

The gear transmission 2 includes a first hollow input shaft 3 rotatably supported in the gear case 52 by bearings 53 and 54, and a second hollow input shaft 3 provided through the hollow part of the input shaft 3. A first continuous drive gear 5, a third speed drive gear 6, and a reverse drive gear 7 are fixed to the first input shaft 3, and a second input shaft 3 has an input shaft 4. A second speed drive gear 8 and a fourth continuous drive gear 9 are fixed to the drive gear 4 .

The gear transmission 2 has one output shaft 10 provided in a gear case 52 parallel to the input shaft and rotatably supported by the gear case 52 by bearings 55,56.

The output shaft 10 includes a first speed driven gear 11, a second speed driven gear 12, a third speed driven gear 13, and a fourth speed driven gear 14.
and are provided rotatably, respectively, and an output gear 15
is fixed. 1st speed to 4th speed driven gear 11~
14 are in constant mesh with the first to fourth speed drive gears, respectively.

The output shaft 10 is provided with a first speed-third speed synchronizer 16 and a second speed-fourth speed synchronizer 17. These synchronizers are of a well-known inertia lock type known as a Borgworth synchromesh device, and include clutch hubs 16a, 17a, cone members 16b, 16c, and 17b, 17c. Synchronizer rings 16d, 16e and 17d, 17e,
It includes synchronizer sleeves 16f, 17f, and shifting keys 16g, 17(+).The first speed-third speed synchronizer 16 is configured to either the first speed driven gear 11 or the third speed driven gear 13. One of them is selectively connected to the output shaft 10 in a torque transmission relationship to selectively achieve either the first gear or the third gear. The synchronizer 17 selectively connects either the second speed driven gear 12 or the fourth speed driven gear 14 to the output shaft 10 in a torque transmission relationship, so that either the second speed or the fourth speed is connected. One is to be achieved selectively.

A reverse driven gear 18 is integrally provided on the synchronizer sleeve 16f of the first-third speed synchronizer 16. As shown in FIG. 2, the gear transmission 2 has a reverse intermediate gear 20 attached to the shaft 19 so as to be slidable and rotatable in the axial direction thereof.
0 is the reverse drive gear 7 by moving to the left in the figure.
and the reverse driven gear 18 at the same time to selectively achieve the reverse gear.

The gear transmission 2 includes two fork shafts 58 that are provided in a gear case 52 parallel to the input shaft 3.4 and the output shaft 10 and supported by the gear case 52 so as to be movable in the axial direction thereof.
．． It has 59. The fork shaft 58 has 1st speed - 3rd speed.
A torque member 60 (which engages with the synchronizer sleeve 16f of the speed synchronizer 16 and drives it in the axial direction) is fixed. A fly member 61 that engages with the synchronizer sleeve 17f of the second-fourth speed synchronizer 17 to drive it in the axial direction is fixed to the fork shaft 59, and a reverse intermediate gear 20 is fixed to the fork shaft 59. A fork member 57 is provided so as to be movable in the axial direction. The fork shafts 58 and 59 are provided with three click-stop grooves 62-64 and 65-67, respectively, and these click-stock grooves are provided with the gear case 5.
A check ball (not shown) provided at 2 is selectively engaged. This click stop mechanism moves the fork shafts 58 and 59 respectively between the neutral position as shown and the neutral position. It moves with a sense of moderation between the right side position, which is moved to the right in the figure from the neutral position, and the left side position, which is moved to the left in the figure from the neutral position.

The first speed-third speed synchronizer 16 is in the neutral position when the fork shaft 58 is in the neutral position, and the first linked driven gear 1
Both the 1st and 3rd speed driven gears 13 are separated from the output shaft 10, and when the fork shaft 58 is on the right side, the synchronizer sleeve 16f is driven to the right in the figure, and the 1st speed driven gear 13 is separated from the output shaft 10. 11 is connected to the output shaft 10 in a torque transmission relationship, and when the fork shaft 58 is in the left position, the synchronizer sleeve 16f is driven to the left in the figure, thereby moving the third speed driven gear 13 to the output shaft 1.
0 in a torque transmission relationship.

The second speed-fourth speed synchronizer 17 is in the neutral position when the five fork shafts are in the neutral position, and the second speed driven gear 1 is in the neutral position.
? When the fork shaft 59 is in the right position, the synchronizer sleeve 16f is driven to the right in the figure, and the second linked driven gear 12 is separated from the output shaft 10. It is connected to the output shaft 10 in a torque transmission relationship, and when the fork shaft 59 is in the left position, the synchronizer sleeve 17f is driven to the left, thereby connecting the fourth speed driven gear 14 to the output shaft 1o in a torque transmission relationship. It is supposed to be done.

The fork shafts 58 and 5 are each driven by a shift release cylinder device 68, 69 between a neutral position, a right-hand position, and a left-hand position. The shift release cylinder devices 68, 69 are each attached to an end cover 70 fixed to one end of the gear case 52. When no oil pressure is introduced into either of the oil chambers 72, 73 provided on both sides of the piston 71, the shift release cylinder device 68 is in a neutral position as shown in the figure by the action of a spring 74, 75, and the fork shaft 58 on the other hand, when hydraulic pressure is introduced into the oil chamber 72, the fork shaft 58 is driven to the right position, and when hydraulic pressure is introduced into the oil chamber 73, the fork shaft 58 is driven to the left position. It has become. The shift release cylinder device 69 has oil chambers 77 provided on both sides of the piston 76.
When hydraulic pressure is not introduced into any of the oil chambers 78, the five fork shafts are in the neutral position as shown in the figure, and when hydraulic pressure is introduced into the oil chamber 79, the fork shafts 59 are moved to the right side. position, and the oil chamber 7
When hydraulic pressure is introduced into the fork shaft 59, the fork shaft 59 is driven to the left position.

A shift release cylinder device 81 is attached to the fork member 57.
(see FIG. 3) are drivingly connected.

When no oil pressure is introduced into the oil chamber 83 provided on one side of the piston 82, the shift release cylinder device 81 is in the right position due to the action of the spring 84, and the shift release cylinder device 81 is in the right position by the action of the spring 84, and the reverse intermediate gear 20 is connected via the fork member 57. When the hydraulic pressure is introduced into the oil chamber 83, the fork member 57 is driven to the left as seen in FIG.
is driven to a position where it meshes with the reverse driving gear 7 and the reverse driven gear 18 at the same time.

The output shaft 15 is always meshed with an input gear (ring gear) 86 of a differential gear device 85. The differential gearing 85 is of a type known per se and includes two pairs of bevel gears 87.82.
8 and 89.90, of which a pair of bevel gears 87.
88 is rotatably supported by a case 92 by a shaft 91 and connected to the input gear 86, and the other pair of bevel gears 89.9
0 mesh with bevel gears 87 and 88 at the same time, and are connected to left and right output shafts 93 and 94, respectively. Output shaft 93.94
are connected to the left and right drive wheel axles.

The clutch 1 has a clutch housing 21, and a flywheel 23, which is an input member, is provided inside the clutch housing 21. The flywheel 23 is drivingly connected to an output member of a prime mover, such as an internal combustion engine (not shown), for rotation about the axis of the input shaft.

Further, the flywheel 23 supports the end of the second input shaft 4 by a bearing 24.

An annular first frictional engagement surface 25 is provided on one end surface of the flywheel 23 . Further, a clutch cover 27 is attached to one end of the flywheel 23 with bolts 26. Inside the clutch cover 27, a pressure plate 28 having an annular shape is disposed opposite to the first frictional engagement surface 25.
is provided so as to be movable in its axial direction. Further, a diaphragm spring 3o is provided inside the clutch cover 27, and this diaphragm spring 30 is connected to the clutch cover 27 by two pins at its intermediate portion, and is connected to the pressure plate 28 by a connecting tool 28a at its outer peripheral edge. The clutch release bearing 31 is engaged with the tongue-shaped inner edge, and the pressure plate 28 is urged toward the first frictional engagement surface 25, that is, to the right in FIG. There is. The clutch release bearing 31 is slidably supported in the axial direction on the outer periphery of a sleeve member 33 attached to the clutch housing 21 by screws 32, and the clutch release bearing 31 has a clutch release shaft A-
One end of the lever 34 is engaged.

This release fork 34 is pivotally supported to the clutch housing 21 by a pivot structure (not shown) at its intermediate portion, and the clutch release cylinder device 95 is
(See Fig. 3) is engaged with the piston rod, and is pivotally driven by the cylinder device. A clutch disc member 35 is provided between the flywheel 23 and the pressure plate 28. This clutch disc member 35 is located between a hub member 36 spline-coupled to the first input shaft 3, the first frictional engagement surface 25, and the suppression surface 28b of the pressure plate 28, and faces them. The disc plate 38 includes a facing 37 at a portion thereof, and three torsion elastic members connecting the hub member 36 and the disc plate 38. The structure of the clutch described above is the same as that of a known dry clutch.

The flywheel 23 has a cylindrical portion 1 whose one end is substantially closed by the flywheel at a portion inside the first frictional engagement surface 25! A frictional engagement member 42 having a second frictional engagement surface 41 on one end surface is fixed to this cylindrical portion so as to close the other end of the cylindrical portion. Further, a pressure piston 43 is provided in the cylindrical portion 4o so as to be movable in the axial direction, facing the second frictional engagement surface 41.
This pressure piston 43 defines an oil chamber 44 on the side opposite to the friction engagement member 42, and has a return spring 5.
0, it is biased in a direction away from the second frictional engagement surface 41, that is, to the right in the figure. Hydraulic pressure is selectively supplied to the oil chamber 44 from an oil passage 51 provided on the second input shaft 4.

A clutch disc member 45 is provided between the frictional engagement member 42 and the plain chapiston 43. The clutch disc member 45 includes a hub member 46 that is spline-coupled to the second input shaft 4 that extends through the friction engagement member 42 and the pressure piston 43, the second friction engagement surface 41, and the pressure piston 43. Repression aspect 4. ．． 3. Facing 4 on the part located between and facing them.
7 and four torsion springs connecting the hub member 46 and the disk plate 48.

When oil pressure equal to or higher than a predetermined value is supplied to the oil chamber 96 of the clutch release cylinder device 95, the clutch release fork 34 pivots to release the clutch release A-3.
4 moves to the right in the figure, the clutch release bearing 31 is guided by the sleeve member 33 and moves to the right in the figure, and the diaphragm spring 30 moves the pin 29 accordingly. By elastically deforming as a pivot point, the pressure plate 28 moves to the left in the figure, and the facing 37 of the clutch disc member 35 is pushed away from the first frictional engagement surface 25 of the flywheel 23 and the pressing surface 28b of the pressure plate 28. The flywheel 23 and the first input shaft 3 are separated. The end of the clutch release fork 34 moves to the left in the figure as the oil pressure in the oil chamber 96 of the clutch release cylinder device 95 decreases, and the clutch release bearing 31 is guided by the sleeve member 33 as shown in the figure. By moving the pressure plate 28 to the left, the diaphragm spring 30
When the hydraulic pressure drops below a predetermined value, the pressure plays 1 to 28 come into contact with the clutch disc member 35, and the facing 37 of the clutch disc member 35 is moved by the spring force of the diaphragm spring 30.
is sandwiched between the first engaging surface 25 of the flywheel 23 and the pressing surface 28a of the pressure plates 28 to 28, and the frictional force between them causes the flywheel 23 and the first The input shaft 3 is connected for driving. The clamping force, that is, the clutch engagement load is proportional to the amount of movement of the end of the clutch release fork 34 to the left in the figure as the oil pressure in the oil chamber 96 decreases, that is, the clutch stroke increases. increase in power. The operation and clutch characteristics of this clutch are substantially the same as those of a conventional dry clutch known from Rikihi.

When oil pressure of a predetermined value or more is not supplied to the oil chamber 44, the pressure piston 713 is displaced to the right in the figure by the spring force of the return spring 50, so that it is moved away from the friction engagement surface 41. Since no substantial frictional force is generated between the facing 47 of the clutch disc member 45, the second frictional engagement surface 41 of the frictional engagement member 42, and the pressing surface 43a of the pressure piston 43, the flywheel 23 and the second The second input shaft 4 is separated.

On the other hand, when oil pressure is supplied to the oil chamber 4/I from the oil passage 51, the pressure piston 43 moves to the left in the figure against the action of the return spring 50 due to the oil pressure.
As a result, the facing 47 of the clutch disc 45 is sandwiched between and pressed by the second 1111 engagement surface 41 of the friction engagement member 42 and the pressing surface 43a of the pressure piston 43, and is fried by the frictional force between them. The wheel 23 and the second input shaft 4 are drivingly connected. This clutch engagement load increases proportionally as the oil pressure in the oil chamber 44 increases.

Oil chamber 44 of clutch 1, oil 'ff196 of clutch release cylinder device 95, shift release cylinder device 6
8. ．． Oil supply and oil discharge to and from the oil chambers 73, 74, 77, and 78 of 69 are controlled by a hydraulic circuit arrangement as shown in FIG.

In FIG. 3, 100 indicates an oil pump, and the oil pump 100 sucks hydraulic oil from an oil tank 101 and generates hydraulic pressure. This oil pressure is regulated by a pressure regulating valve 102 and supplied to a conduit 103 as a constant line oil pressure.

The conduit 103 is connected via conduits 10/1 to 110 to one port 1 to a of the electromagnetic switching valves 111 to 117, respectively.

The electromagnetic switching valves 111 to 117 are each configured as a three-way switching valve, and have two ports i-11 and C in addition to boat a. Boat b of the electromagnetic switching valve 111 is connected to the oil chamber 96 via a conduit 118, boat 1 of the electromagnetic switching valve 112 is connected to the oil chamber 44 via a conduit 119, and port b of the electromagnetic switching valve 113 is connected to the oil chamber 96 via a conduit 118.
is connected to the oil chamber 72 via the conduit 120, and the boat b of the electromagnetic switching valve 114 is connected to the oil chamber 77 via the conduit 121.
The port I-b of the electromagnetic switching valve 116 is connected to the oil chamber 73 through the conduit 122, the port l) of the electromagnetic switching valve 116 is connected to the oil chamber 78 through the conduit 123, and the port b of the electromagnetic switching valve 117 is connected to the oil chamber 83 through the conduit 124. Each is connected. Solenoid switching valve 111-117
The boats C are connected to the oil tank 101 via drain conduits 125 to 131, respectively.

Each of the electromagnetic switching valves 111 to 117, 132, and 133 connects port 1 to b to port a when energized, and connects port b to port C when not energized. Control of energization to these electromagnetic switching valves is performed by an electric control device 140.

The control device 140 includes a general microcomputer with a CPU and a storage device, an input/output circuit, etc., and controls the throttle opening detected by the throttle opening sensor 141, the vehicle speed detected by the vehicle speed sensor 142, Information regarding the manual shift range detected by the shift lever switch 143, the rotational speed of the prime mover detected by the rotational speed sensor 144, and the shift completion detected by the shift completion detection sensor 145 is given, and according to these information, Each of the electromagnetic switching valves 111 to 117 is selectively turned on and off so that a predetermined speed change is performed according to a predetermined speed change pattern, and the clutch 1 is engaged and engaged.
It outputs an off signal or a pulse signal with a predetermined duty ratio.

Next, the control procedure for the vehicle power transmission system having the above-mentioned structure will be explained with reference to the flowchart shown in FIG. 4 and the nib bluff shown in FIGS. 5 and 6.

When the vehicle is left alone, the prime mover is not being driven, so the oil pump 100 is stopped: no oil pressure is generated. Furthermore, since the control device 140 is not energized, each electromagnetic switching valve is not energized, and the oil chambers 72, 73, 7
7, 78, 83, 96 and 44 are each connected to the drain conduit, neither gear is achieved and the gear transmission 2 is in a neutral state. Further, at this time, only the clutch disc member 35 is connected to the flywheel 23 because oil pressure is not supplied to the oil chamber 44 and the oil chamber 96.

When the manual shift range is set to the neutral range or parking range, the prime mover is started, and the control device 140 is energized, the oil pump 100 is driven and line oil pressure is generated in the conduit 103. Further, a signal is applied to the electromagnetic switching valve 111 from the control device 140,
By energizing this, boat B changes to port f-a.
The line hydraulic pressure is supplied to the oil chamber 96. As a result, the clutch disc member 35 is attached to the flywheel 23.
more separated. At this time, since the electromagnetic switching valve 111 is not energized, the boat C) remains connected to the boat C, and the clutch disc member 45 remains disconnected from the flywheel 23. maintain.

When the manual shift range is set to a forward travel range such as the D range by a manual shift lever (not shown), the electromagnetic switching valve 113 is energized, and its boat b is connected to boat a. Line hydraulic pressure is now supplied to the oil chamber 72. As a result, the piston 71 moves to the right in the figure, and along with this, the fork shaft 5
8. As the fork member 60 moves to the right in the figure, the synchronizer sleeve 16f of the first-third speed synchronizer 16 is driven to the right in the figure, and the synchronizer ring 16d is pressed against the cone member 16b. (The first speed driven gear 11 is connected to the output shaft 10 in a torque transmission relationship, and the first speed is achieved.

At this time, when the accelerator pedal is not depressed at all and the throttle opening θ detected by the throttle opening sensor 141 is at or near 0, that is, when it is an idling opening, then the throttle opening θ detected by the vehicle speed sensor 142 is It is determined whether the Ic vehicle speed is less than or equal to a predetermined value VC close to O. When the vehicle speed V is below the predetermined value Vc, the control device 1
40 outputs a pulse signal with a predetermined duty ratio to the electromagnetic switching valve 111. As a result, the oil pressure in the oil chamber 96 of the clutch release cylinder device 95 decreases, and as a result, the clutch release fork 34 pivots, and the pressure plate 28 approaches the flywheel 23 while sandwiching the clutch disc part 4135, and the clutch disc member 3
5 is compressed by the pressure plate 28 and the flywheel 23, and a transmission torque is generated between the flywheel 23 and the clutch disc member 35. This creates a substantial load on the prime mover and reduces the rotational speed Ne of the prime mover.

When the rotation speed Ne of the prime mover detected by the rotation speed sensor 144 is higher than a predetermined creep control rotation speed Nc, the control device 140 increases the clutch stroke 9 to increase the clutch engagement load by adjusting the duty of the pulse signal. On the other hand, when the rotational speed Ne of the prime mover is lower than the creep control rotational speed NO, the duty ratio of the pulse signal is increased in order to reduce the clutch stroke and the clutch engagement load. That is, the control device 140 calculates the clutch stroke L=Lo +KO<Ne NC). In this formula, Lo is the initial stroke when the friction clutch is engaged, and Kc is the feedback control coefficient. The clutch stroke is controlled by the duty ratio control of the pulse signal as described above, and thereby the clutch engagement load is controlled, the rotational speed Ne of the prime mover is maintained at the creep control rotational speed NC, and the creep phenomenon due to the predetermined creep force is prevented. Occur. The creep control rotational speed NO is a rotational speed lower than the idle rotational speed in the neutral range, and may be a constant value or a rotational speed lower by a predetermined amount than the idle rotational speed in the neutral range.

For creep control as described above, the manual shift range is D.
It is in the forward range or reverse range, such as a range.
This is performed only when the throttle opening is O and the vehicle speed is below a predetermined value close to 0. When the throttle opening is not O, start control is performed, and when the throttle opening is O and the vehicle speed is not below a predetermined value, clutch control is performed. Initial stroke L
o, and creep control is stopped.

Incidentally, when the brake system of the vehicle is activated during the creep control as described above, the creep control may be stopped in order to disengage the clutch.

When the throttle opening θ detected by the throttle opening sensor 141 is no longer O due to the accelerator pedal being depressed, the control device 140 decreases the duty ratio of the pulse signal output to the electromagnetic switching valve 111, and thereby the clutch The clutch engagement load due to the disk member 35 and flywheel 23 increases, and the clutch is completely connected, so that the vehicle starts moving in the first speed.

When the vehicle is moving forward, the gear shift is performed in accordance with the first shift pattern determined in advance according to the throttle opening and the vehicle speed.
This is performed by switching the driven gears 11 to 14 to the output shaft 10 by switching the connection of the driven gears 11 to 14 to the output shaft 10 by the synchronizer 16 for the third speed and the synchronizer 17 for the second speed and the fourth speed, and by reversing and connecting the two clutch mechanisms provided in the clutch 1. be exposed. During normal driving, only one of the two clutch mechanisms included in clutch 1 is kept connected and the other is released (disconnected), and when shifting gears, the clutch mechanism that had been in the released state starts to be connected. At the same time, the clutch mechanisms that have been in the engaged state are stopped from being released, and the disengaged states of the two clutch mechanisms are reversed.

When starting in reverse, the shift lever switch 143 detects that the manual shift range is set to the reverse range, and the vehicle speed detected by the vehicle speed sensor 142 at this time is O.
Alternatively, the shift release cylinder device 81 releases the fork member 5 only when the value is equal to or less than a predetermined value close to O.
7 is driven, whereby the reverse intermediate gear 20 simultaneously meshes with the reverse drive gear 7 and the reverse driven gear 18 to achieve the reverse gear, and after this, the rotational speed of the prime mover becomes equal to or higher than a predetermined value, The clutch disc member 35 is held between the pressure plate 28 and the flywheel 23, and rotational power is thereby transmitted from the prime mover (not shown) to the first input shaft 3.

Although the present invention has been described in detail above with reference to specific embodiments, it is understood that the present invention is not limited thereto and that various embodiments are possible within the scope of the present invention. This will be obvious to businesses.

[Brief explanation of the drawing]

FIG. 1 is a longitudinal sectional view showing one embodiment of a vehicular power transmission device suitable for applying the control method according to the present invention, and FIG. 2 is a skeleton diagram of the vehicular power transmission device shown in FIG. 1. , Fig. 3 is a control circuit diagram of the control device used to implement the control method according to the present invention, Fig. 4 is a flowchart showing the procedure for implementing the control method according to the present invention, and Fig. 5 is the rotation speed of the prime mover during creep control. FIG. 6 is a graph showing changes over time in the clutch stroke during creep control. DESCRIPTION OF SYMBOLS 1... Clutch, 2... Gear transmission, 3... First input shaft, 4... Second input shaft, 5-9... Drive gear. 10... Output shaft, 11-14... Driven gear, 15.
...Output gear, 16.17...Synchronizer, 18...
Reverse driven gear, 19... Shaft, 20... Reverse intermediate gear, 21... Clutch housing, 23... Flywheel. 24... Bearing, 25... First friction engagement surface, 26...
...Bolt, 27...Clutch cover, 28...Pressure plate, 29...Bin, 30...Diaphragm spring, 31...Clutch release bearing, 32...Screw, 33...・Sleeve member, 34...
- Clutch release fork, 35... Clutch disc member, 36... Hub member, 37... Facing, 38... Disc plate, 39... Torsion elastic member, 40... Cylindrical part, 41 . . . second friction engagement surface, 42 . . . friction engagement member, 43 . . . pressure piston, 44 . . . oil chamber. 45...Clutch disc member, 46...Hub member. 47...Facing, 48...Disc plate. 4... Torsion spring, 50... Return spring, 51... Oil path, 52... Gear case,
53-56 Bearing, 57 Fork member, 58
．． 59...Fri-A-ri axis, 60.61...Fri-A-ri member, 62-67...Click stop groove, 68.69
...Shift release cylinder device, 70...End cover. 71...Piston, 72.73...Oil chamber, 74.7
5... Spring, 76... Piston, 77.78...
Oil chamber, 79.80... Spring, 81... Shift release cylinder device, 82... Piston, 83... Oil chamber, 84... Spring. 85... Differential tooth type device, 86-... Input gear, 87-
90...Bevel gear, 91...Shaft, 92...Case,
93.94... Output shaft, 95... Clutch release' cylinder device, 96... Oil chamber, 100... Oil pump, 101... Oil tank, 102... Pressure regulating valve, 10
3-110... Conduit. 111-117...Solenoid switching valve, 118-124...
・Conduit, 125-131...Drain conduit, 14o...
・Control device, 141... Throttle opening sensor, 14
2... Vehicle speed sensor, 143... Shift lever switch. 144... Rotation speed sensor, 145... Shift completion detection sensor Fig. 4-435- Fig. 5 Fig. 6 t. Time □

Claims (1)

[Claims] A method for controlling a vehicular power transmission device having a friction clutch and configured to transmit rotational power of a prime mover to drive wheels by engagement of the friction clutch, detecting the rotational speed of the prime mover and adjusting a manual shift range. A control method comprising controlling engagement of the friction clutch so that the rotational speed of the prime mover becomes a predetermined value lower than the idling rotational speed when in the neutral range when the engine is in the running range and idling.