JPS60263772A - Direct coupled mechanism capacity control device of speed change gear for car - Google Patents

Abstract

PURPOSE:To improve fuel cost for a car and to prevent the generation of vibration of a car body by changing the degree of sliding of a fluid coupling corresponding to the fluctuation per unit time in a car velocity of the car. CONSTITUTION:A propulsion device of a car is adapted to control the degree of sliding of a torque converter T by comparing each velocity ratio calculated on the basis of speed change ratio of a speed change gear with the actual input/ output velocity ratio of the torque converter in such a manner that the lower the actual velocity ratio is, the larger the degree of sliding is. Thus, the sliding can be suitably controlled, in due consideration of a car velocity, a speed change step and an engine rev count. Accordingly, it is possible to keep vibration of an engine from being transmitted to a car body unnecessarily and to improve fuel cost for the car.

Description

[Detailed description of the invention]

(Technical Field) The present invention relates to a direct-coupling control device for a fluid transmission device in an automatic transmission for a vehicle, and more particularly to a brake control device for controlling the engagement force of a direct-coupling mechanism at a predetermined shift lever position and within a predetermined vehicle speed range. (Technical background of the invention and its problems) When the torque amplification function of a hydraulic torque converter as a fluid transmission device can hardly be expected,
A so-called direct-coupled clutch mechanism has been well known in the past, in which the input and output members of a torque converter are directly connected mechanically to improve power transmission efficiency. Since it is possible to obtain favorable effects from the viewpoint of safety, it is desirable to operate from the lowest possible speed. However, if the torque converter is directly connected in a low-speed operating range where the engine rotational speed is low, there is a drawback that the engine torque fluctuations are large, which tends to cause vibrations and noise in the vehicle body. As a means of suppressing the generation of vibration and noise, the engagement force of the direct coupling mechanism (transmission capacity >
It has been proposed to make it smaller and allow it to slide somewhat. This means is very effective and appropriate because the peak value of vibration is attenuated by slippage and does not reach a level that excites the vehicle body under a direct coupling mechanism with a small engagement force. On the other hand, the applicant first set the engagement force of the direct coupling mechanism so that it can withstand road resistance during cruising but loses the maximum output of the engine, and its magnitude is defined as a function of vehicle speed. Control system (special 1i11Q57 6495
4) WojL Plan City 7+. According to this idea, it is only necessary to perform the above-mentioned slip control when driving at a constant speed, and the above-mentioned control is applied exclusively to the first gear (low gaff) and second gear (second gear, which are used for acceleration because slipping occurs from the beginning). It is unnecessary.Also, since the engine speed is already high in proportion to the gear ratio when in first or second gear, it is difficult for vehicle body vibration to occur.Therefore, such a direct control system or slip rate control is The only thing that requires this is when you are in 4th gear (top gear) or at most 3rd gear (third gear), and it is better not to control anything when you are in 1st or 2nd gear. In addition, especially when driving in 4th gear, it is possible to improve fuel efficiency by controlling the slip rate as low as possible without causing vibrations in the vehicle body.''2. (Objective of the Invention) The present invention has been made in view of the above-mentioned points, and is capable of finely adjusting the engagement force of a fluid coupling at a predetermined shift lever position and within a predetermined speed range. The purpose of the present invention is to further finely adjust the engagement force when driving at the highest gear ratio in the - position to avoid the occurrence of vehicle body vibration caused by the engine, thereby maintaining comfort and improving fuel efficiency. (Invention In order to achieve the above object, the present invention provides: A fluid coupling such as a torque converter, a direct coupling mechanism capable of mechanically bridging the output member of the fluid coupling, and a transmission capacity of the direct coupling mechanism. A direct coupling mechanism capacity side #ll device for a vehicle transmission comprising variable displacement control means that can be variably controlled, means for detecting a first index representative of vehicle speed, and a second index representative of engine rotation speed. and a second index indicating the gear position to calculate the rotational speed ratio of the shaft member and the mountain member of the fluid coupling, and the rotational speed ratio is within a predetermined reference amount range, and The index is the first vehicle speed and the first vehicle speed.
Finely adjust the transmission capacity i when the index is within the range of each index corresponding to a second vehicle speed higher than the vehicle speed, and corresponds to the third index or an index indicating a predetermined gear stage, and the rotation When the speed ratio is within the range of the first reference amount for a predetermined time or more, the transmission capacity is further finely adjusted by switching to a third reference amount range higher than the first reference amount, and the speed ratio is A direct coupling mechanism capacity control device for a vehicular transmission, comprising: a control means for adjusting the transmission capacity by switching to the range of the second reference quantity when the second reference quantity is outside the range for a predetermined time or more. This is what we provide. Hereinafter, one practical example of the present invention will be described in detail based on the accompanying drawings. FIG. 1 shows an outline of a vehicle automatic transmission to which the present invention is applied, in which the output of the engine E is transmitted from its crankshaft 1 to a torque converter T as a fluid transmission device, an auxiliary transmission M, and a differential device D. The torque is sequentially transmitted to the left and right drive wheels w and w' to drive them.The torque converter T is connected to the pump impeller 2 connected to the crankshaft and the input shaft 5 of the auxiliary transmission M. It is composed of a turbine wheel 3 and a stator wheel 4 connected via a one-sided clutch 7 to a stator shaft 4a which is relatively rotatably supported by an input shaft 5''. 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. bear the burden. A pump drive gear 8 for driving the hydraulic pump P shown in FIG. 3 is provided at the right end of the pump impeller 2, and a stator shaft 4a
A stator arm 4b that controls the regulator valve Vr shown in FIG. 3 is fixed to the right end of the stator arm 4b. A roller type direct coupling clutch Cd is provided between the pump impeller 2 and the turbine impeller 3 as a direct coupling mechanism capable of mechanically coupling stiffness. This will be explained in detail with reference to FIGS. 2 and 3. Pump. An annular drive member 0 having a drive conical surface 9 on its inner periphery is spline-fitted to the inner peripheral wall 2a of the impeller 2. Further, on the inner peripheral wall 3a of the turbine impeller 3, a driven member 1 has a driven conical surface 11 facing parallel to the driving conical surface 9 on the outer periphery.
2 are fitted with a 'spline so as to be slidable in the axial direction. A piston 13 is integrally formed at one end of this driven member 12, and this piston 13 is attached to the inner circumferential wall 3 of the turbine wheel 3.
It is slid onto the hydraulic cylinder 14 provided in a, and the cylinder 1
．． 4 and the internal pressure of the torque converter box are simultaneously received on both left and right end surfaces. Drive and driven conical surfaces9. ]] A cylindrical clutch roller 15 is interposed between them, and this clutch roller 15
As shown in the figure, it is held by an annular retainer 16 so that its central axis O is inclined at a constant angle θ with respect to the generatrix g of the virtual conical surface Tc (FIG. 3) passing through the center between the inner conical surfaces 9 and 11. be done. 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 converter T is no longer necessary, the piston 13
That is, the driven member 12 is pushed toward the driving member 0. As a result, the clutch roller 15 is pressed against the conical surface 9.11. At this time, when the driving member 10 is rotated in the X direction in FIG. 2 with respect to the driven member 12 by the output torque of the engine E, the clutch roller 15 rotates accordingly. Since the center axis ○ of this clutch roller 15 is inclined as described above, both members 10.1
2 are subjected to relative axial displacements that bring them closer together. As a result, the clutch roller 15 has an inner conical surface 9
, 11, and is mechanically coupled between both members 10 and 12, that is, between the pump wheel 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 wing wheels 2 and 3, the clutch roller 15 will slip against each conical surface 9 and 11. The above torque is divided into two parts, and a part of the torque is transmitted mechanically through the direct coupling clutch Cd, and the remaining torque is transmitted hydrodynamically through both the wing wheels 2 and 3. A variable power split system is formed in which the ratio between 1-lux and 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 T in the operating state of the direct coupling clutch Cd, the rotational speed of the driven member 12 becomes higher than the rotational speed of the driving member 10. The clutch roller 15 rotates in the Y direction, and the clutch roller 15 rotates on its own axis in the opposite direction to the previous direction, applying a relative axial displacement to the two members 10, 12 to separate them from each other. As a result, the clutch roller 15 is released from being wedged between the inner conical surfaces 9 and 11, and enters an idling state. The transmission of the reverse load from the turbine wheel 3 to the pump wheel 2 therefore takes place only hydrodynamically. When the hydraulic pressure of the hydraulic cylinder 14 is released, the piston 13 receives the internal pressure of the torque converter T and retreats to its initial position, so that the direct coupling clutch Cd becomes inactive. Referring again to FIG. 1, the mutually parallel input of the gear shift 1fiM,
Between the output shafts 5 and 6 is a first speed gear train G1. 2nd speed gear train G2, 3rd speed gear train G3, 4th speed gear train G, +
, and reverse gear train Gr are provided in parallel. The first speed gear train G1 includes a driving gear 17 connected to the input shaft 5 via a first speed clutch C1, and a driven gear meshing with the gear 17 and connectable to the output shaft 6 via a one-way latch CO. It consists of a gear 18. The second speed gear train G2 consists of a drive gear [9] which can be connected to the input shaft 5 via a second speed clutch C2, and a driven gear 20 which is fixed to the output shaft 6 and meshes with the gear I9. The third speed gear train G3 includes a driving gear 21 fixed to the input shaft 5, and a driven gear 2 connected to the output shaft 6 via a third speed clutch C3 and capable of meshing with the gear 2'1.
It consists of 2. Further, the fourth speed gear train G4 includes a driving gear 23 connected to the input shaft 5 via a fourth speed clutch C1, and a driven gear connected to the output shaft 6 via a switching clutch Cs and meshing with the gear 23. It consists of 21. Further, the reverse gear train Gr includes a driving gear 25 provided integrally with the driving gear 3 of the fourth speed gear train G, and a driven gear 27 connected to the output shaft 6 via the switching clutch Cs. Both gears 2
5.27 and an idle gear 26 meshing with the gear. The switching clutch Cs is provided between the driven gears 24.27, and the driven gears 24.27 can be switched by shifting the selector sleeve S of the clutch O5 to the forward position on the left or the reverse position on the right in the figure. It can be selectively connected to the output shaft 6. The one-way clutch co transmits only the driving torque from the engine E, and does not transmit the torque from the opposite car. Thus, when the selector sleeve S is held in the forward position as shown in the figure, if only the first speed clutch C is connected, the drive gear 17 is connected to the input shaft 5 and the first speed gear train G1 is connected. is established, and 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 gear clutch C2 is connected while the gear train G is connected, the drive gear ]9 is connected to the input shaft 5 and the second 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 first gear clutch C
I is also engaged, but due to the action of the one-way clutch C9, the gear is not in the first gear but in the second gear, and this is also the case in the third and fourth gears. 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 and the third speed gear train G3 is established, and when the third speed clutch C1 is released, the third speed gear train G3 is established. When the fourth speed clutch CI is connected, the drive gear 23 is connected to the input shaft 5 and the fourth speed gear train GI is established. Furthermore, when the selector sleeve S of the switching clutch Cs is moved to the right to connect only the fourth speed clutch C4, the drive gear 25 is connected to the input shaft 5, the driven gear 27 is connected to the output shaft 6, and the reverse gear train is activated. Gr is established, and the reverse torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train Gr. The torque transmitted to the output shaft 6 is applied to the end of the shaft 6 by i? 9
The output gear 28 is transmitted to the large diameter gear 1)a of the differential Df. One end of a speedometer cable 101 is fixed to a gear 100 meshing with a gear DR fixed to a gear DG, a speedometer cable 102 is fixed to the other end of the speedometer cable 101, and a speedometer cable 102 is fixed to the other end of the speedometer cable 101. 101 is the magnet 10 of the vehicle speed sensor 103
4 is inserted and connected. Speed 1 to meter 102 are driven via gears Ds, I'OI, and cable 101, and indicate the vehicle speed. The rotation sensor 103 is composed of the magnet +04 and a leet switch 105 driven by the magnet 104, and the leet switch 1.05 is opened and closed by the magnet 104 rotating together with the speedometer cable 01, and the leet switch 1.05 is opened and closed. On and off signals accompanying this are supplied to an electronic control circuit 121, which will be described later. In FIG. 3, a hydraulic pump P sucks up oil from an oil tank R and pumps it into a hydraulic oil passage 29.94. After this pressure oil is regulated to a predetermined pressure by a regulator valve Vr, it is sent to a manual valve Vm as a manual switching valve and a timing valve 50. This oil pressure is the line pressure po,
That's what it means. A part of the pressure oil whose pressure is regulated by the regulator valve Vr is led into the torque converter T through an inlet oil passage 34 having a proofing 33, and pressurizes the inside thereof so as to prevent leakage. 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 ura tank R via an oil cooler 37.The hydraulic oil passage 29 is connected to the throttle valve Vt and the governor valve Vg. Connected. The throttle valve Vt is controlled according to the amount of depression of a throttle pedal (not shown), and the throttle pressure pt is used as an index corresponding to the throttle opening of the engine E, that is, an index representing the output of the engine E. Output to. The cabana valve Vg is driven by the output shaft 6 of the transmission M or the large-diameter gear D6 of the differential device Df, and outputs oil pressure proportional to the vehicle speed, that is, governor pressure Pg, to the hydraulic pressure Pg.
~Output to oil path 49. The manual valve Vm is an oil passage 49 branched from the hydraulic oil passage 29.
and the oil passage 40, the neutral position, 2ND hold position, drive position D3. It has shift positions such as D4 and reverse position, 2ND halt position and drive position D3. When the position is D4, the oil passage 3'9.40 is communicated. 2ND hold position does not change gears at all, 2ND
It runs at the gear ratio, and the D3 position performs one shift r,, o
This is a position where TOP is not reached when the gear ratio is from w to 2ND83RD, and D4 position is a position where automatic shifting is performed between all gear holes from LOW to TOP, and each of these positions is selected by the shift lever. An oil passage 41 branched from the oil passage 40 is connected to the hydraulic operating part of the first speed clutch C, and therefore the manual valve Vm
First gear clutch C3 is always engaged when C is in the drive position. The oil pressure in the oil passage 40 is the first gear clutch CI.
1-2 shift valve V1, 2-3 shift valve 2.3-4 shift valve It is supplied to each hydraulic actuating part of the speed clutch C4. Throttle pressure Pt and governor pressure Pg are applied to both ends of these shift valves V1-V3, and as the vehicle speed increases, that is, the governor pressure Pg increases, the shift valves shift from the first switching position on the left side to the first switching position on the right side. Switching operation to the 2 switching position. One pilot boat of each of the shift valves V, V2 is directly connected to the pilot oil passage 49, and one pilot boat of the shift valve 3 is connected to the pilot oil passage 49 via the manual valve Vm. The pilot boat of the shift valve c is connected to the pilot oil passage 49 as shown in the figure when it is in the D4 position, and connected to the tank when it is in the D3 position. Incidentally, FIG. 3 shows a circuit diagram when the manual valve Vm is at the D4 position. The 1-2 shift valve V is interposed between the oil passage 40"h and the oil passage 42 having a throttle 43, and is a first switching valve that shuts off both oil passages 40 and 42 when the vehicle speed is low. Therefore, in this state, only the first speed clutch C3 is engaged, and the speed ratio of the first speed is established.With the manual valve Vm selected at the D4 position shown in FIG. When it rises, the 1-2 shift valve Vl switches to the second switching position on the right side, and the oil passages 40, 42
is communicated. At this time, the 2-3 shift valve (2) is in the first switching position shown, and the oil passage 42 is communicated with the oil passage 44 leading to the hydraulically operating portion of the second speed clutch C2. Therefore,
The first speed clutch C Sumire and the second speed clutch C2 are engaged, but due to the action of the one-way clutch Co (see Fig. 1),
Only the second speed gear train G2 is established, resulting in the second speed speed ratio. When the vehicle speed further increases in the 2-3 shift valve V2,
It is switched to the second switching position on the right side, and the oil passage 42 is communicated with the oil passage 45. At this time, the 3-4 shift valve (1) is at 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 first speed clutch C13. Therefore, the third gear clutch C] is engaged and the third gear speed ratio is established. When the vehicle speed further increases, the 3-4 shift valve v3 switches to the second switching position on the right side, and the oil passage 45 is connected to the fourth gear clutch C.
. Therefore, the fourth gear clutch C4 is engaged and the fourth gear speed ratio is established. When the manual valve Vm is selected in the D3 position, the 3-4 shift valve v-1 remains in the first switching position as shown, thus establishing the third speed ratio. Now, the configuration of the working pressure control means Dc that controls the working pressure of the direct coupling clutch C'd will be explained with reference to FIG. 3. The second working pressure control means Dc includes a timing valve 50, a modulating valve 60, It has an idle release valve 70 and a switching means 80 for switching the operating pressure between two levels, strong and weak, and the operation of the switching means 80 is controlled by the control means 120. The timing valve 50 is a valve for releasing the lock-up of the direct coupling clutch Cd, that is, the torque converter T, during gear shifting, and moves between a first switching position on the right and a second switching position on the left. A first pilot hydraulic chamber 52 facing the left end surface of the spool valve body 51, a second pilot hydraulic chamber 53a facing the right end surface of the valve body 51, and a stage facing the right side of the valve body 51''. The third pilot oil pressure chamber 53b that the portion 51a faces and the spring 5 that presses the valve body 51 to the right side.
4. The first pilot hydraulic chamber 52 is an oil tank R.
A pilot oil passage 90 branched from the hydraulic oil passage 47 to the fourth gear clutch C1 is communicated to the second pilot hydraulic chamber 53a, and a pilot oil passage 90 branched from the hydraulic oil passage 47 to the fourth gear clutch C1 is communicated to the third pilot hydraulic chamber 53b. A pilot oil passage 91 branched from the hydraulic oil passage 44 is communicated with the pilot oil passage 91 . The pressure receiving area of the valve body 5 facing the second pilot hydraulic chamber 53a and the pressure receiving area facing the third pilot hydraulic chamber 53b are made approximately equal. Valve body 51
There are two annular grooves 57° and 58 on the outer periphery of the land 56.
When the valve body 51 is in the first switching position as shown, the oil passage 92 that guides the pressure oil regulated by the regulator valve -Vr is connected to the output oil passage 61 to the mosulate valve 60. is connected to. This state does not change even when the valve body 5I is in the second switching position on the left. However, the first
At a position where the valve body 51 is moving between the switching position and the second switching position, the output oil passage 61 is cut off from the oil passage 92, and the oil passage 92 is communicated with an oil passage 94 having a throttle 93. Ru. Also, an oil passage 7 leading to the hydraulic cylinder 14 of the direct coupling clutch Cd
It communicates with the first pilot hydraulic chamber 52, that is, the oil tank R, either through an oil passage 95 branched from the first pilot hydraulic chamber 52 or through an oil passage 59 bored in the valve body 51. Moshley 1 to valve 60 are connected to the output oil passage 61 and 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. A second pilot hydraulic chamber 66 facing the right shoulder 64a provided at the right end of the valve body 64, a plunger 68 that enters the first pilot hydraulic chamber 65 and comes into contact with the valve body 64, and a left end surface of the plunger 68. The third pilot hydraulic chamber 69 and the first
It has a spring 67 housed in the pylon 1 to the hydraulic chamber 65. The first viroft hydraulic chamber 65 is communicated with a pilot oil passage 49' branched from four pilot oil passages that guide the governor pressure Pg from the governor valve Vg. (is introduced into the third pylon 1 to hydraulic chamber 69.
are in communication with each other, so that the throttle pressure Pt acts on the first biloft hydraulic chamber 65, and the second biloft hydraulic chamber 66 has an oil passage (33) equipped with a throttle 96. 89
7. In the second Moschley 1 to valve 60, the spool valve body 6
4 is biased in the valve opening direction by the throttle pressure Pt and governor pressure pg, and biased in the valve closing direction by the output pressure of the mosh rate valve 60 itself. Therefore, the hydraulic pressure from Moschley 1 to valve 60 is output to oil path 63. In other words, it works to increase the operating pressure of the direct coupling clutch Cd in proportion to the vehicle speed and throttle opening. The idle release valve 70 is provided between the oil passage 63 and the oil passage 7I communicating with the hydraulic cylinder 14 of the direct coupling clutch Cd, and moves between a closed position on the right and an open position on the left. The spool valve body 72, the first pilot hydraulic chamber 73 facing the left end face of the valve body 72, the second pilot pressure chamber 74 facing the right end face of the valve body 72, the 411 pressure chamber 74, and the valve body 72 are biased toward the closing side. Including Bawa 75. The first pilot hydraulic chamber 73 communicates with the oil tank R, and the second pilot hydraulic chamber 74 communicates with the oil tank R.
A pilot oil passage 48 is communicated with. In this idle release valve 70, when the pressure in the second pilot hydraulic chamber 74 is smaller than the spring force of the spring 75, 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 7I and the release boat. It is released to the oil tank R via 76. Further, when the throttle pressure Pt introduced into the second pilot hydraulic chamber 74 overcomes the spring force of the spring 75, the valve body 72 moves to the left to connect the oil passages 63 and 7, and the direct coupling clutch Cd' is operated. In this way, the idle release valve 70 functions to release the engagement state of the direct coupling clutch Cd, that is, release the candle lock-up of the torque converter T when the throttle opening is at the idle position. The switching means 80 consists of a drain oil passage 82 equipped with a solenoid valve 81 and a pair of throttles 83 and 84, and the drain oil passage 82 is connected to the first pilot hydraulic chamber 65 of the modulating valve 60.
One throttle 83 is provided in the pilot oil passage 49' for guiding the governor pressure pg to the first pilot hydraulic chamber 65, and the other restriction 84 is provided on the upstream side of the solenoid valve 81 in the drain oil passage 82. It will be done. Solenoid valve 8
1, the valve body 87 is urged toward the closing side by a spring 85, and when the solenoid 86 is excited, the valve body 87 is opened against the spring force of the spring 85. In the switching means 80 as shown in 2, when the solenoid valve 81 is closed, the governor pressure Pg itself acts on the first pilot hydraulic chamber 65 of the modulating valve 60, so that the output of the modulating valve 60, that is, the idle release The operating pressure acting on the hydraulic cylinder 14 via the valve 70 and the passage 71 increases in proportion to the vehicle speed, as shown by the solid line T in FIG. In addition, in FIG. 4, the influence of the throttle pressure Pt is omitted for simplicity of explanation, and the operating pressure curve shown by the solid line l is the one when the throttle opening is at idle and the spring 67 is omitted. be. If, on the other hand, the solenoid valve 81 is open, the first pilot hydraulic chamber 65 of the modulating valve 60 will be acted upon by the hydraulic pressure modulated by the two throttles 8.3.84. For example, if the opening degrees of both the two throttles 83° and 84 are the same, this modulated oil pressure ゛・ will be half of the governor pressure Pg, and therefore the output pressure, that is, the operating pressure of the modulating valve 60 at that time, will be the same as that of the spring 67. If is omitted, the operating pressure will be 1/2 of the operating pressure shown by the solid line I in FIG. Here, the aperture area of one aperture 83 is set as A1, and the aperture area of the other aperture 84 is
The opening area of the first pilot hydraulic chamber 65 is A2.
The modulated oil pressure Pc acting on is expressed by the following equation. That is, the modulated oil pressure Pc becomes 1/α of the governor pressure Pg, and exhibits the characteristics shown by the broken line ■ in FIG. That is, by opening and closing the solenoid valves 8 and 1, the operating pressure of the direct coupling clutch Cd can be arbitrarily controlled between the solid line 1 and the broken line 2 in FIG. Although the influence of the throttle opening is omitted in Figure 4 as mentioned above, there are actually throttle coordinates that are perpendicular to the axes representing pressure and vehicle speed in Figure 4, and are proportional to the throttle opening. As a result, the output or operating pressure of the modulating valve 60 is strengthened. In FIG. 4, the straight line indicated by the chain line V indicates the internal pressure Pr of the torque converter T, and the solid line 1 to
The differential pressure between the operating pressure indicated by m or the broken line ■ and the internal pressure PT defines the engagement strength of the direct coupling clutch Cd. A control device 120 for controlling the opening/closing operation of the solenoid valve 81, that is, the switching operation of the switching means 80, includes an electronic control circuit 1 such as a microcomputer as shown in FIG.
21, vehicle speed detector 103, and engine speed detector 1
[03. ] 06. ', 109.
In response to the detection signal 110, the electronic control circuit 121 outputs a control signal for energizing or deenergizing the solenoid 86 of the solenoid valve 81 (FIG. 3). The vehicle speed detector 103 (FIG. 1) includes a disc-shaped magnet 104 having a plurality of magnetic poles, for example, four, which is fixed in the middle of the speedometer cable 101 and rotates together with the cable 101, and a disc-shaped magnet 104 that is spaced apart from and faces the magnet 104. It consists of a reed switch 105 which is disposed and closed every time it faces each magnetic pole, and is closed four times every rotation of the speedometer cable 101. Engine speed detector 106 (
Figure 5) shows the igniter 107 and ignition coil 1.
08 is configured to obtain a signal that changes with the engine speed from the connection point 106a. The gear position detector 109 is provided in a part of the manual shift lever (not shown), and for example, two limit switches 109 are provided.
a and 109b, and the limit switch 109a is D
Closed when position 3 is selected, limit switch l
09b closes when the D4 position is selected. In this embodiment, a case has been described in which a limit switch is used as the gear stage detector, but the present invention is not limited to this, and it is of course possible to use other types of switches, such as a leet switch. A load representing an auxiliary machine, such as an air conditioner (hereinafter referred to as an air conditioner) operation detector 110 (Fig. Connection point 110j with the solenoid 112 of the electromagnetic clutch connected to the crankshaft of
It is configured to obtain an input signal for the switch 111, that is, an operation signal for the air conditioner. The electronic control circuit 12+ (Fig. 5) includes a power supply circuit 122, a reset circuit 125, an input circuit 126 to 130 degrees, and a differential circuit 1.
31,132. Oscillation port Mi33. It includes a central processing circuit (hereinafter referred to as CP tJ) 160 and an output circuit 161. The anode side of the diode F D + of the power supply circuit 122 is connected to the ignition switch 115, and the cathode side is connected to the wire 170.
Capacitors CIr and C2 are connected in parallel between the line 170 and the ground line +7L, and capacitors C8, C, . . . are connected in parallel between the line 171 and the line 70a. A power stabilizing circuit element 123 is connected between lines 170 and 170a, and also connected to lines 71 and 170. Zener diode D y, j of reset circuit 125
The cathode side of is connected to the line 170, the anode side is connected to the base of the transistor Trl via the resistor R1, and the resistor R3
The connection point between the transistor T r H and the tie auto D z H is grounded via a resistor R2, and the base of the transistor T r H is grounded via a capacitor C5. The collector of the transistor Tr1 is connected to the line 170a and the base of the transistor Tr2 via resistors R3 and R1, respectively, and the emitter is grounded. The collector of transistor T r 2 is connected to line 170
Resistor R5 and capacitor C connected between a and 171
It is connected to a connection point 125a between the resistor R6 and the capacitor C6 in the series circuit with C5, and the connection point 125a is connected to the CPU.
160 is connected to the reset input terminal RES. Resistance R
5 is connected in parallel with a diode D2. One end of the resistor R7 of the input circuit +26 is the gear position detector 109
limit switch] 09b and is connected to the power supply via a resistor R8, the other end is connected to the input terminal of the inverter 140, and the other end is connected to the input terminal of the
The output terminal 40 is connected to the input terminal PIO of the CPU 160. The output signal of this input circuit 12G is at a low level when the limit switch 109b is open, that is, when the D4 position is not selected, and at a high level when the D4 position is selected and opened. The input circuit 127 is also configured similarly to the input circuit 126, and has a resistor T29.
One end is the limit switch of the gear position detector 109]09
a, and the output terminal of input 141 is connected to CPU1.
60 input terminal pH. This input circuit 127
The output signal is at a low level when the D3 position is not selected, and is at a high level when the D3 position is selected. One end of the resistor RI of the input circuit 128 is connected to the connection point 111a of the air conditioner operation detector 110, and the other end is connected to the input terminal of the inverter 142 via the resistor RI2.
1 and resistor R+2 is grounded via resistor R1, the input terminal of inverter 141 is grounded via capacitor C1, and the output terminal is connected to input terminal P12 of CPU 160.
connected to. The output signal of this input port wII 28 is at a high level when the switch 111 of the air conditioner is open, and at a low level when it is closed. The input circuit 129 is configured similarly to the input circuit +26.
A1, one end of the resistor Rl 1 is connected to one end of the REET switch 105 of the vehicle speed detector [03], and the output terminal of the inverter [43] is connected to the input terminal TO of the CRT, J]60. The output signal of this inverter 143 becomes a low level when the REET switch 105 is open, and becomes a high level when it is closed. One end of the resistor RI6 of the input circuit 130 is connected to the connection point 106a of the engine rotation speed detection D]06, and the other end is connected to the 4g resistor R+-
, to the base of the transistor T r 3, and a resistor RIB, a capacitor C15, and a Zener diode D z 2 are connected in parallel between the junction of these resistors R16 and RI7 and the ground. transistor T
The collector of r3 is connected to the power supply via resistor R5, and to C
It is connected to the input terminal TI of the PU 160 and grounded via the capacitor CI2. The output signal of this input circuit 130 becomes a low level when the igniter 107 is opened, and becomes a high level when the igniter 107 is closed. One input terminal of the NOR circuit 145 of the differentiating circuit 131 is connected to the output terminal of the input circuit 129, and the other input terminal is connected to the resistor Rj.
o is connected to the output terminal of the input circuit 129 via the inverter 144 and grounded via the capacitor C,1, and the output terminal is connected to one input terminal of the NOR circuit 49. One input terminal of the NOR circuit 148 of the differentiating circuit 132 is connected to the transistor Tr,? of the input circuit 130 via an inverter 14G. , the other input terminal is connected to the inverter 1 via the resistor R2 and the inverter 147.
46 and is grounded via a capacitor C11, and the output terminal is connected to the other input terminal of the NOR circuit 149. The output terminal of this NOR circuit 149 is connected to the interrupt input terminal INT of the CPU 160. These differentiating circuits 13.1 and 132 are connected to the input circuit 12, respectively.
A pulse signal of a predetermined width is output at the rising edge of the vehicle speed signal and engine rotation speed signal outputted from 9 and 130. The output of the NOR circuit +49 becomes low level when either of the outputs of the differentiating circuits 131 and 132 is high level, and the CPU
Interrupt 160. Both connection terminals of the crystal oscillator 150 of the oscillation circuit 133 are connected to one connection terminal of each of the capacitors c, 11+, and CI 8, respectively, and each input terminal XI of the CPU 160.
, X2, and each other connection terminal of the capacitor C15°CIe is grounded. This oscillation circuit 133 applies a clock pulse signal of a predetermined period to the CPU 160. The output circuit 161 is for driving the solenoid valve 81 shown in FIG. 1, and one end of the resistor R22 is connected to the CPU 160.
The other end is connected to the output terminal DBO of the transistor T r , 1
The collector of the transistor Tr,1 is connected to one end of the solenoid 86 of the solenoid valve 86 and grounded via the Zener diode Dy,3, and the emitter is grounded. The other end of the solenoid 86 is connected to the power supply circuit 122 of the ignition switch 115.
Connected to the side connection terminal. This output circuit 161 energizes the solenoid 86 when the ignition switch 115 is closed and the transistor Tr4 is conductive. Figure 6 is a broach yard showing the control of the CPU 160.
The operation will be explained below according to this flowchart. First, when the ignition switch 115 is turned on, the engine is started and the output of the reset circuit 125 of the electronic control circuit 121 becomes low level, the CPU 160 is reset and initialized (step 1), and then the TO timer starts ( Step 2). This T
The O timer is a timer that regulates the overall control processing time, and the C
Input/output of each signal to the PU 160 is performed in synchronization with this timer. A signal output from each input circuit 126 to 130 in synchronization with the start of this TO timer is sent to the CPU1.
60. The CPU l 60 reads from the INT terminal that the output of the NOR circuit 149 has become low level, and at this time reads the outputs of the input circuits 129 and 130 from the To and TI terminals and judges the vehicle speed signal and Ne signal, and inputs each of them. Step 4) Calculate the vehicle speed U and engine speed Ne by measuring the time intervals of the vehicle speed pulse signal and engine speed pulse signal, respectively.Step 4)
Based on this, a value F is calculated for calculating the speed ratio e between the input shaft 1 and the output shaft 5 of the torque converter T (FIGS. 1 and 2), which will be described later. This value E is calculated as follows. The engine rotation speed is N e , and the rotation speed of the input shaft (main shaft) 5 of the gear shift @M is N2. When the number of rotations of the speedometer cable 101 is N, the speed ratio e of the torque converter T is expressed by the following equation. On the other hand, since the input shaft 5 and the speedometer cable 101 are connected via a gear train, there is no slippage between them, and if the reduction ratio between them is A, then the input shaft 5 The rotation speed N2 is N2=A, -N,, ・
・(2) becomes. When formula (1) is rearranged using formula (2), the speed ratio e is expressed by the following formula: Here, when the gear position of transmission M is 4th speed, the value of the reduction ratio Δ is △ corresponding to each reduction ratio from 1st to 4th speed
It can take values from 1 to A4. If both sides of the above equation (3) are divided by the value. This (fflF' (=Nz/Ne) is determined by the engine speed Ne and the speedometer cable 101 as described above.
It is calculated based on the rotation speed Na. After calculating the value ε in step 5, in step 6, it is determined whether the manual shift lever 1 or the D4 shift lever is in the upright position, and if the answer is affirmative (Yes), the process proceeds to step 10, and if the answer is negative ( In the case of No), the process proceeds to step 7, where it is determined whether the manual shift lever has been switched to the D3 shift position. The answer to step 7 is affirmative (Yes
), that is, when the position is D3, the process proceeds to step 9; in the case of negation (NO), the process proceeds to step 8. By the way, in the present invention, the engagement force of the torque converter T is applied when the shift lever position is D3 or D4 and the vehicle speed U is within a predetermined speed range (U+ (U < 02). For example, the lower limit speed U is 6
Set to km/h. Also, the upper limit speed U2 varies depending on the shift position, for example, at the D4 shift position, the upper limit speed U2 changes depending on the shift position.
2" 58 km/h, when the D3 shift position is set, U2 = 50 km/h, and when the 2N'D hold position is set, TJ 2 = 45 km/h. Then, if the vehicle speed U is below U1, that is, 6 km/h. When the vehicle speed is below h, the engagement force (lockup) of the torque converter T is weakened, when the upper limit vehicle speed IJ2 is exceeded, the engagement force is strengthened, and within the range of vehicle speeds TJI and TJ2, the engagement force is finely adjusted depending on the vehicle speed and shift position. Then, the second vehicle speed IJ2 is at step 】O when the shift position is D4.
2 = 58 km/h, and in step 9 U 2 = 50 km/h when in the D3 shift position,
When in the 2ND Holt position, U in step 8.
2 = 45km/h. After setting the upper limit vehicle speed U2 to one of the above-mentioned vehicle speeds, the process proceeds to step 11, where it is determined whether a flag TCF of a TC timer, which will be described later, is 1 or not. 2. If the answer to step 11 is affirmative (+'es), proceed to step 4, and if the answer is negative (NO), proceed to step 12. In step 12, what is the absolute value of the difference between the current speed ratio e and the previous speed ratio e'? Δe1 is based on the 4th speed reduction ratio A1

[This is to determine whether it is larger than a pre-calculated and set reference value, for example, 3% (1Δe1>3% or a cup.In addition,
The actual calculation in step 12 is performed using the value F calculated in step i, or because the concept of control is the speed ratio e, it can be expressed using the speed ratio e as described above. There is. Therefore, the following steps will also be explained using the speed ratio e. If the answer to Step 12 of 2 is affirmative (Yes), that is, when the value 1Δe1 exceeds 3%, proceed to Step 36.
, the TC timer is started, and the flag TC17 indicating that the TC timer is operating is set to 1, and the process proceeds to step 43 shown in FIG. Note that the reference value of the value △e can be provided for each shift stage, and
It is also possible to change it in relation to things that change the operating state of the engine, such as the throttle opening. In this step 43, the CPU 160
The engagement force of the torque converter T is set to be weak during a predetermined period of time when the timer is operating. This weak engagement force control is achieved by setting the output terminal D I30 of the CPU I60 at a high level, and transmitting the transistor T r of the output circuit 16
This is done by making H conductive and turning on the solenoid 86 of the solenoid valve 81 to open the solenoid valve 81 &. The engagement force at this time is as shown by the broken line IV in FIG. If the answer to Step 2 is negative (No), step 1
Proceed to step 3, and determine whether the vehicle speed TJ is greater than or equal to the upper limit vehicle speed TJ 2 set in any of steps 8 to 10 (U > U 2 ), and if the answer is yes, In the case of s), the process proceeds to step 40, which is summed as shown in FIG. In the second step 40, the NPC 160 sets the engagement force of the torque converter T to be strong. The second strong engagement force is controlled by the output terminal Dr30 of the CPU]60.
The output is set to a low level, transistors 1 to 1 of the output circuit 161 are made non-conductive, the solenoid valve 6 is deenergized, and the solenoid valve 81 is closed. The engagement force at the time of 2 is as shown by the solid line I in FIG. If the answer to step 13 is negative (No), determine whether an external load such as an air conditioner is operating or not (step 14); if the answer is affirmative (Yes), proceed to step 43). The engagement force of the torque converter 'l' is set to weak, and if the answer is NO, check whether the vehicle speed U is lower than the lower limit vehicle speed U + (6 km/h) (■
, JUI) or not (step 15). If the answer to step 15 is affirmative (Yes), that is, the vehicle speed is 6km/
If it is lower than h, the process goes to step 43 and the engagement force of the torque converter T is set to weak, and if the answer is negative (No), the engine speed Ne is set to a predetermined speed, for example, Iooorpm.
(N e (] 000 rpm). If the answer to step 16 is 11r constant (Yes), the process proceeds to step 43, where the engagement force of the torque converter T is set to weak, and the result is negative (No). ), the vehicle speed U is lower than a predetermined vehicle speed, for example 30 km/h, or CT, J < 30.
km/h) or not (step 17). If the answer to step 17 is negative (NO), step 1
Proceed to step 9 and set the engine rotation speed Ne or a predetermined rotation speed, for example 200.
It is determined whether the speed ratio e of the torque converter T is a predetermined value in terms of the first speed reduction ratio Δ1. For example, whether it is smaller than 80% (
e<80%). If the answer to step 18 is affirmative (Yes), that is, if the vehicle speed U is 30 km/h or less and the speed ratio e of the torque converter T is smaller than 80% in terms of the first speed, step 43 (Fig. 7 ) and proceed to torque converter T.
Set the engagement force to weak. If the answer to step 18 is negative (NO), the process proceeds to step 19. If the answer to step 19 is affirmative ('Yes), that is. If the engine speed Ne exceeds 200 Orpm, proceed to step 40 (Fig. 7) and torque converter T
The engagement horn of is set to strong, and if the evaluation is No, it is determined whether the shift lever position or the D4 shift position is present (step 20). This step 20 is omitted or rejected (Y
F, S), the vehicle speed TJ or the predetermined vehicle speed, for example 35
km/h (U < 35 km/h
) or not (step 21), and if the answer is negative (no), it is determined whether the shift lever position is at the D3 shift position (step 22). If the answer to step 21 is negative (No), that is, if the vehicle speed U is higher than 35 km/h, the answer to step 23 is affirmative (Yes), that is, if the vehicle speed U is higher than 35 km/h,
If the vehicle speed U is lower than 35 km/h, the process proceeds to step 26. Also, the answer to step 22 is affirmative ('1es)
If so, the process proceeds to step 26, and if negative (No), the process proceeds to step 27. By the way, the key point of the present invention is to use hydraulic pressure to control the engagement force in advance to a level suitable for the operating condition at the time, albeit roughly. is calculated, and this speed ratio is finely adjusted to fit within the target speed ratio range. Furthermore, when a predetermined condition is satisfied at a predetermined shift position, especially at a high speed shift position such as 4th gear, an even higher speed ratio is set. By making fine adjustments within this range, it is possible to improve fuel efficiency while avoiding practical problems when driving at other gear ratios. Therefore, from this point of view, as shown in FIG. 8, it is better to weaken the engagement force in the region (2) because the engine speed Ne is originally low in the region (2), and the frequency of use of this region (2) is lower than that in the region (2). Due to reasons such as the fact that there are not so many compared to
km'/h or less, it is more rational to calculate the speed' ratio e using the gear ratio of the third speed (3RD), and is suitable for the gist of the present invention. Of course, the same applies when driving in the D3 shift position, and the temporary third speed (3RD)
Even if the gear ratio is established, if the vehicle speed U is, for example, 25 km/
When the speed is less than h, the speed ratio e is set at the 2nd gear (2ND) gear ratio.
It is even more reasonable to calculate. Therefore, in the present invention, CPtJ]60 is a value e+ (=93%n, e2(, "
98%), e3 (=96%), and in step 25, a value e1 is set to set a speed ratio range higher than the speed ratio range set in step 24 based on the fourth reduction ratio A,1.
(=96%), e2 (=99%), and esC=98%). That is, in step 25, the speed ratio range is brought as close to 100% as possible. In step 26, a value e+(=93%)+e2 (=98%) is used to set a predetermined speed ratio range based on the third speed reduction ratio Δ. e3 (=96%), and in step 27, a value e+ (=9'3%), which sets a predetermined speed ratio range based on the second speed reduction ratio Δ2, II! z (=98%). Set e3 (=96%). Note that the values of e and -e3 in each of these steps 23 to 25 do not have to be the same. Now, in step 23, it is determined whether the speed flag eF, which sets the speed ratio range in the fourth speed, is 0 or not. This flag eF indicates the range e+-e2 (93 to 98%) in which the speed ratio e in the fourth gear is set in step 24.
) for a predetermined time, e.g., 1 second or more, the value is set to 1, and the range e1 to e2 (
96 to 99%) is set to a value of 0 if the time outside is a predetermined time, for example, 3 seconds or more. When the discriminant answer in step 23 is affirmative (Yes), the process proceeds to step 24, where the value 81 (=9
3%) +42 (=98%) and e3 (=96%) are set. Next, in step 28, the value F calculated in step 5 when the vehicle speed U exceeds 35 km/h at the D4 shift position. It is determined whether the speed ratio C based on the value is smaller than the value (31) set in step 24. If the answer is affirmative (■ θS), the process goes to step 33 and is negative (NO). If so, proceed to step 29. In this step 29, it is determined whether the value e is smaller than the value e''2 set in step 24 (e < e 2 ), and if the answer is affirmative (Yes), the process is performed. If the answer is NO, the process proceeds to step 33. That is, in step 28.29, it is determined whether the speed ratio [y] is within the set range e1/e2 (=93 to 98%). If it is within this range, step 30
Reset the timer (3 second timer) TM, 5 at
After that, proceed to Step 3] and set the setting range eI-e;
(=93-98%), the timer (one-second timer) TM/I is reset at step 33, and then the process proceeds to step 34. In step 31, it is determined whether or not the timer TM4 has timed up, that is, whether the speed ratio e is within the setting range 81 to G2.
, (= 93 to 98%) for more than 1 second, and if the answer is affirmative (Yes), proceed to step 32 and set the speed flag eF to 1; if negative (No), step 37 Proceed to (Figure 7). Also, in step 34, it is determined whether or not the timer TM5 has timed up, that is, whether the speed ratio U is within the setting range e1 to
e4'-93"-98%) and determine whether the time is 3 seconds Jノ,"2, and the answer is negative (, Yes
), the process goes to step 35 and the speed flag eF is set to O, and when the answer is yes (No), step 37 (Figure 7)
Proceed to. When the discriminant answer in step 23 is negative (No), the process proceeds to step 25, where the value e1 (=96%) is used to set the speed range.
, e2 (=9!'1%), e, :, (=98%) is set, and in steps 28 to 35, the same determination as described above and the setting of the speed flag eF are performed. That is, steps 28 to 35, the speed ratio C is set in the range eI-62 (=93 to 98% 1
If it is longer than 1 second, the value of the speed flag eF is set to J in the next control cycle. ~'e3 is set, and if it is within 1 second, each part of step 24 is successively set in the next control cycle. Further, the range e1 to which the speed ratio 1 is set in step 25 is
It is determined whether or not there is more than 3 seconds outside e2 (=96 to 99%), and when it is more than 3 seconds, the speed flag eF is set to 0 and each part of step 24 e)--es is set in the next control cycle.
is set, and when the time is 3 seconds or less, each of steps 81 to e3 in step 25 is continuously set in the next control cycle. Step 37 (Figure 7) determines whether the speed ratio e is smaller than the value e1 set in step 24 or 25 (, e < e
+) If the answer is affirmative (Yes), the process proceeds to step 40; if the answer is negative (NO), the process proceeds to step 38. In step 38, the speed ratio e is larger than the value e2 set in step 24 or 25 (e>
a2), and if the answer is affirmative (Yas), the process proceeds to step 43, and if the answer is negative (No), the process proceeds to step 39. Further, in step 39, the speed ratio e is smaller than the value e3 set in the input step 24 or 25 (e<e
If the answer is affirmative (Yes), proceed to step 41; if the answer is negative (NO), proceed to step 4.
Proceed to step 2. Similarly, in step 20.21, it is determined that the vehicle speed U is 35 km/h or less at the D4 shift position, or in step 2
If the D3 shift position is determined in step 2, the speed ratio e is determined based on the value ε calculated in step 5 under this condition.
and each of 01 to e3 set in step 26 are compared and determined in steps 37 to 39 in the same manner as described above. Similarly, when the D2 shift position is determined in step 22, the speed ratio e based on the value F calculated in step 5 and each position e set in step 27 under these conditions.
1-e3 are compared and determined in steps 37-39. In step 41, the engagement force of the torque converter T is set to medium-strong as indicated by the solid line (■) in FIG. This medium-strong control controls the duty ratio of the solenoid valve 81 (Figs. 4 and 5), and controls the output of the output terminal D[30 of the CPU 160 for a predetermined period of time, e.g., 60 msa.
During 20 msec during c, the transistor T r 4 of the output circuit 161 is made conductive, the solenoid 86 is energized, and the solenoid valve C81 is opened. The opening of this solenoid valve 8I is controlled in accordance with the time from 1 to the engaging force of the lux converter T to a medium to strong state as shown by the solid line 2 in FIG. Similarly, in step 42, the engagement force of the torque converter' is set to medium-low, as indicated by the solid line ■ in FIG. The predetermined time is longer than when it is strong, for example 60
The transistor T r 4 of the output circuit 161 is made conductive by setting it to a high level for 40 m sec during m sec to energize the solenoid 86 and open the solenoid valve 81 . Depending on the opening time of the solenoid valve 8, the engagement horn of the torque converter T is controlled to a medium-low state as indicated by the solid line rn in FIG. Next, it is determined whether or not the timer time of the go timer has elapsed (Step 46).
At step s), that is, when the timer time has elapsed, the output circuit 161 is controlled based on the settings in any of steps 40 to 43 (step 47), this control loop is ended and the process returns to step 2, The above control is repeated again. In the above control loop, when the process advances to step 40, the engagement force of the torque converter T is controlled to be strong as shown by the solid line I in FIG. . Further, when step 41 proceeds to step 42, the solenoid valve 81 is controlled in duty ratio, and the engagement force of the torque converter T is controlled to be medium-strong as shown by the solid line (■) in FIG. 4, or medium-to-weak as shown by the solid line (■) in FIG. When the flag CF of the TC timer is determined to be 1 in step 11 during the first control, it is determined whether or not the timer time of the TC timer has elapsed (step 44), and if the answer is negative (N0), then Step 46
Proceed to step 45), the engagement force of the torque converter T is held at the weak level set in step 43, and if the answer is affirmative (Yes), the flag TCF of the TC timer is set to 0 (step 45).
, proceed to step 40. Also, the answer to step 11 is negative (
If NO), proceed to step 12 and proceed to the above-mentioned fli!
God is done to me. In this way, the slip control of the torque converter T becomes stronger when the speed ratio e calculated based on the reduction ratio A2 + A3 + Δ6 of each of the second, third, and fourth speeds is lower than 93%. controlled, and when it exceeds 98%, it is weakly controlled,
When it is within the range of 96 to 98%, it is controlled to medium-low, and when it is within the range of 93 to 96%, it is controlled to medium-high. Furthermore, when the discrimination range of the speed ratio e is set to 96% to 99% when running in the 4th speed, the speed ratio e is 96%.
%, it is strongly controlled, when it exceeds 99%, it is weakly controlled, when it is within the range of 98 to 99%, it is controlled to medium-low, and when it is within the range of 96 to 98%, it is controlled to medium-low. strongly controlled. Furthermore, the engagement force remains weak when the engine speed NB is below 000 rpm, and remains strong when the engine speed is 2000 rpm or more. Further, when an external load such as an air conditioner is applied, the engagement force becomes weak. Also, if the vehicle is running in 2nd gear when dividing the speed ratio θ based on the reduction ratio A8 of 3rd gear, the engine speed N1 will be different for the same vehicle speed than in 2nd gear. The speed ratio e is calculated to be low because the rotational speed is high by the amount of deceleration with 3rd gear, and as a result, the engagement force of the torque converter T is strongly controlled i, but the engine rotational speed N1 is also high and vibrations occur. It's not a problem because it's difficult. Although this embodiment describes the case where two speed ratio e required setting ranges are provided when running in fourth gear, the present invention is not limited to this, and it is also possible to provide two setting ranges in third gear. It is. (Effects of the Invention) As explained above, according to the present invention, the gear shift position is at a predetermined shift position, the vehicle speed is within a predetermined vehicle speed range, and the rotational speed ratio between the input and output members of the fluid coupling is When the speed ratio is within the range of the first reference amount, the transmission capacity of the direct coupling mechanism of the fluid coupling is finely adjusted; The transmission capacity is further finely adjusted in a second reference amount range higher than the first reference amount range, and when the speed ratio is not within the second reference amount range for more than a predetermined time, the first reference amount is adjusted. Since the transmission capacity is adjusted again within the range of the amount, it is possible to further improve fuel efficiency compared to the conventional method, especially when driving at the highest gear ratio at a high speed shift position such as 4th gear. Furthermore, it is possible to prevent the occurrence of vehicle body vibration due to engine rotation, and it is possible to improve passenger comfort in addition to the above-mentioned improvement in fuel efficiency.

[Brief explanation of the drawing]

Figure 1 is a schematic diagram of a vehicle transmission to which the present invention is applied;
The figure is an exploded view of the main parts of the direct coupling clutch of the 1-lux converter in the transmission shown in Figure 1, Figure 3 is a diagram showing an example of the hydraulic control circuit of the transmission shown in Figure 1, and Figure 4 is shown in Figure 1. A characteristic diagram of the operating pressure of the Lucon Hearter versus vehicle speed, FIG. 5 is a circuit diagram showing an embodiment of the fluid transmission control device according to the present invention, and FIGS. 6 and 7 are the processing steps of CP tJ in FIG. 5. FIG. 8 is a characteristic diagram showing the relationship between gear ratio and vehicle speed. E: Engine, T: Torque converter, M: Auxiliary transmission, 103: Vehicle speed detector, 106: Engine speed detector, 109 Gear position detection f! :(, i IO...
・Air conditioner operation detector, 120 Control device, 1.21.
・Electronic control circuit, 126-130...Input circuit, 161
...Output circuit. Applicant Honda Motor Co., Ltd. Agent Patent Attorney Toshihiko Yube Patent Attorney Kanji Nagato

Claims (1)

[Claims] 1. Equipped with a fluid coupling such as a torque converter, a direct coupling mechanism capable of mechanically bridging the input of the fluid coupling and the power member, and variable capacity control means capable of variably controlling the transmission capacity of the direct coupling mechanism. In a direct-coupling mechanism capacity control device for a vehicle transmission, means for detecting a first index representative of vehicle speed, means for detecting a second index representative of rotational speed, and a second index indicating a gear position. and calculating a rotational speed ratio of the input and output members of the fluid coupling from the three indicators, and the rotational speed ratio is within a predetermined range of t and half, and the first indicator is The transmission capacity is within the range of the first garage and each index corresponding to a second vehicle speed higher than the second vehicle speed, and the third index corresponds to an index indicating a predetermined gear. and when the rotational speed ratio is within the range of the first reference amount for a predetermined time or more, the transmission capacity is further finely adjusted by switching to a second reference amount range higher than the first reference amount. and control means for adjusting the transmission capacity by switching to the range of the first reference amount when the speed ratio is outside the range of the second reference amount for a predetermined time or more. A direct-coupling mechanism capacity control device for vehicle transmissions.