JPS61235243A - Idling time controlling method for automatic transmission for vehicles - Google Patents

Abstract

PURPOSE:To keep off the occurrence of creep without fail, by constituting engagement pressure of a forward clutch to be set to a lower value than that in time of forward shift step attainment, at the time of idling when such a car that is in a forward driving range stops and at the time of its being braked state. CONSTITUTION:At the time of car driving, at an electronic control unit 70, it is so discriminated that first a manual shift range is in a forward driving range, a car speed is zero in substance and a throttle valve is fully opened, a solenoid valve 65 is controlled under a car braked state, while relatively low hydraulic pressure is fed to each of oil chambers 42 and 43 of a clutch control valve 40 and a brake control valve 41, and each of valves 40 and 41 is selected to a first selecting position. With this constitution, engaging pressure of a forward clutch 28 is set to a lower value than that in time of forward shift step attainment, while a shifting brake 30 is operated. Therefore, reduction in idle vibrations and prevention against the occurrence of creep are well promot ed and, what is more, backward movement in a car at an uphill road or the like is prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a method of controlling an automatic transmission used in a vehicle such as an automobile, and in particular, to control anti-creep and hill control during idling when the vehicle is substantially stopped. This relates to a hold control method.

2. Description of the Related Art Automatic transmissions used in vehicles such as automobiles are generally hydraulic transmissions that are supplied with rotational power from an internal combustion engine. and a planetary gear type gear transmission which is supplied with rotational power from the hydraulic torque converter and is switched to a plurality of gears by engaging and disengaging a plurality of WL friction engagement devices. However, the gear transmission is capable of switching gears according to a predetermined shift pattern depending on the vehicle speed and the amount of depression of the accelerator pedal.

Conventionally, in the automatic transmission for vehicles as described above, when the manual shift range is set to a driving range such as the D range, the accelerator pedal is released and the vehicle speed is substantially zero. In other words, even during idling, the gear transmission does not enter the neutral state and is set to the first gear, so that the vehicle starts with excellent responsiveness to the depression of the accelerator pedal. When the gear transmission is set to the first gear during operation, the output of the internal combustion engine is transmitted to the forward running input member of the gear transmission via the hydraulic torque converter, so idling vibration is large. In addition, creep occurs, and in order to completely stop the vehicle, the brake pedal must be depressed relatively strongly to activate the vehicle running brake, and the hydraulic torque converter must be depressed at this time. It is known that abuse deteriorates fuel economy during idle operation and also increases the temperature of the hydraulic fluid in the hydraulic torque converter.

In view of the above-mentioned problems, in order to bring the gear transmission into a neutral state or equivalent to a neutral state during idling operation when the vehicle is substantially stopped, the # of the gear transmission is adjusted.
Release the so-called forward clutch that selectively connects the output member of the hydraulic torque converter behind the frictional engagement device and the input member for forward travel of the vehicle of the gear transmission, or lower the holding pressure of the forward clutch than when the forward gear is engaged. A control device is provided that sets the forward clutch to a value that causes slippage without transmitting torque, and prevents the output torque of the hydraulic torque converter from being transmitted to the forward travel input member of the gear transmission via the forward clutch. An automatic transmission for vehicles was published in Japanese Patent Application No. 18128-1973 (Special Publication No. 18128-
19962), Japanese Patent Application No. 56-117742 (Japanese Unexamined Patent Application No. 58-21047), Japanese Patent Application No. 57-10444 (Unexamined Japanese Patent Application No. 58-128552), Japanese Patent Application No. 75829-1987
No. (Japanese Unexamined Patent Publication No. 58-193953), patent application No. 1987-11
This method has already been proposed in No. 5087 (Japanese Unexamined Patent Publication No. 59-6454).

Furthermore, as an improvement to these anti-creep controls, when the forward clutch is not transmitting torque as described above, it is possible to prevent the vehicle from starting backward movement when the vehicle is stopped on an uphill slope, etc., making it easier to start on a slope. To prevent the output shaft of the gear transmission from rotating in the backward direction of the vehicle, the gear transmission effectively utilizes a one-way clutch and a shift brake that the gear transmission is equipped with to achieve the gear position. However, the same applicant as the present applicant has developed a control method during idle operation that produces a so-called hill hold control function that prevents the vehicle from moving backward against the driver's will during idle operation under anti-creep control. This was filed in Japanese Patent Application No. 176302/1983 by

This idle operation control method includes a hydraulic torque converter and a gear transmission that is switched between a plurality of gears by engaging and disengaging a plurality of friction engagement devices, The engagement device includes a forward clutch that selectively connects the output member of the hydraulic torque converter and the forward travel input member of the gear transmission, and a forward clutch that cooperates with the forward clutch by a rotation blocking action to shift the first gear. applied to an automatic transmission for a vehicle, which includes a one-way clutch that achieves the above, and a shift brake that cooperates with the one-way clutch to prevent the output shaft of the gear transmission from rotating in the backward direction of the vehicle; When the manual shift range is set to a forward travel range such as the D range and the vehicle is idling when it is substantially stopped and the vehicle travel braking brake is operating, the engagement pressure of the forward clutch is is set to a value that causes the forward clutch to slip, which is lower than when the forward gear is coupled, and the shift brake is engaged, and under this control state, the braking action of the vehicle travel braking brake is released at ρ. At times, the engagement pressure of the forward clutch is increased to a value when the forward gear is coupled, and the shift brake is subsequently engaged, and when the accelerator pedal is depressed, the shift brake is released. There is.

According to this 11 control method during idling operation, when the manual shift range is set to a forward range such as the D range and the vehicle is idling when the vehicle is substantially stopped, the brake for braking the vehicle is When the forward clutch is in operation, the engagement pressure of the forward clutch is set to a value lower than the value when the forward gear is engaged, so that the output torque of the hydraulic torque converter is transmitted to the forward travel input member of the gear shift vAm. This reduces idle vibration and prevents creep from occurring.Furthermore, at this time, the shift brake is engaged, and the gear shift is performed by the cooperative action of the shift brake and one-way clutch. The output shaft of the device is prevented from rotating in the direction in which the vehicle moves backward, and as a result, even if the brake for braking the vehicle is not reliably operated when stopped on an uphill slope, that is, even if the brake pedal is not strongly depressed.
Alternatively, 1<-Even if the king brake is not tightened reliably, the vehicle is prevented from moving backward against the driver's breath. Under the above-mentioned anti-creep control state, when the braking action of the vehicle travel control brake is released, the forward clutch enters an engaged state in which torque can be transmitted while the shift brake remains engaged. As a result, the gear transmission achieves a higher gear than the first gear, which prevents the vehicle from continuing to move backwards, and the next time the accelerator pedal is depressed,
The shift brake is released and the gear transmission achieves the first gear, and the vehicle is started.

Problems to be Solved by the Invention However, under the above-mentioned anti-creep control condition,
When the accelerator pedal is depressed and a stall start is performed before the braking action of the vehicle travel control brake is released, the forward clutch is engaged while the shift brake is engaged, i.e. There is a possibility that a high speed gear such as the third gear is established once, and then the shift brake is released and the first gear is established;
When the above-mentioned condition occurs, a 3→1 downshift shock occurs during the starting process, and the starting feeling is significantly deteriorated.

An object of the present invention is to provide an improved idle operation control method that solves the above-mentioned problems.

Means for Solving the Problems According to the present invention, the above-mentioned object is to provide a hydraulic torque converter and a plurality of frictional engagement devices to engage and disengage, thereby reducing V' between a plurality of gears. and a gear transmission that can be changed by the plurality of Il! The frictional engagement device includes a forward clutch that selectively connects the output member of the hydraulic torque converter and the forward travel input member of the gear transmission, and a frictional engagement device that cooperates with the forward clutch by a rotation blocking action to shift the first speed. An idling operation of an automatic transmission for a vehicle, which includes a one-way clutch that achieves a gear shift, and a shift brake that cooperates with the one-way clutch to prevent the output shaft of the gear transmission from rotating in the backward direction of the vehicle. In the time control method, when the manual shift range is set to the forward travel range and the vehicle is idling when it is substantially stopped and the vehicle travel braking brake is operating, the forward clutch is activated. The engagement pressure is set to a value lower than the value when forward gears are coupled, the shift brake is engaged, and under this control state, when the accelerator pedal is released, the vehicle travel braking brake is applied. The engagement pressure of the forward clutch is increased to the value at the time of forward gear engagement only when the braking operation is released, and the shift brake is subsequently applied, and when the accelerator pedal is depressed, the shift brake is This is achieved by an idling operation control method characterized in that the engagement pressure of the forward clutch is increased to the value at the time when the gear stage is achieved once the brake is released.

EXAMPLES The present invention will be described in detail below with reference to the accompanying drawings.

FIG. 1 schematically shows the structure of an automatic transmission for a vehicle to which the idle operation control method according to the present invention is applied. The automatic transmission 1 includes a three-element, single-stage, two-phase general hydraulic torque converter 2 with a direct coupling clutch, which has a pump impeller 3, a turbine impeller 4, a stator impeller 5, and a direct coupling clutch 6, and an auxiliary transmission device. The pump impeller 3, which is an input member of the hydraulic torque converter 3, is drivingly connected to the output shaft 101 of an internal combustion engine 100, and the pump impeller 3, which is an input member of the hydraulic torque converter 3, is drivingly connected to an output shaft 101 of an internal combustion engine 100, and a turbine, which is an output member of the hydraulic torque converter 2. The blades 1t14 are drivingly connected to the input shaft 9 of the gear transmission 17, and the output shaft 8 of the gear transmission 17 is drivingly connected to drive wheels (not shown) of the vehicle via a differential gear.

The gear transmission f7 has a sub gear transmission N10 and a main gear transmission 11 in series with each other.

Auxiliary gear transmission [10 is a sun gear 12;
Ring gear 13 and sun gear 12
A planetary binion 14 that is located between and meshes with the ring gear 13, a carrier 15 that rotatably supports the planetary binion 14, and a one-way clutch that prevents the carrier 15 from rotating counterclockwise with respect to the sun gear 12.
F.) 16 selectively connects the sun gear 12 and carrier 15. It includes a D clutch (Go) 17 and an OD brake (Be) 18 that selectively fixes the sun gear 12 to the transmission case.
By selectively engaging the D brake 18, it is possible to switch between two gears.

Main gear shifting! 1ii111 is a front sun gear 20 and a rear sun gear 2 connected to each other by an intermediate shaft 19.
1, a front ring gear 22 provided concentrically with the front sun gear 20, a rear ring gear 23 provided concentrically with the rear sun gear 21, and a front gear disposed between the front sun gear 20 and the front ring gear 22 and meshed with both. Planetary binion 24 and rear sun gear 21
a rear planetary binion 25 that is located between and meshes with the rear ring gear 23, and a front carrier 26 that rotatably supports the front planetary binion 24.
The rear carrier 27 rotatably supports the rear planetary binion 25, and the front ring gear 22, which is the input member for forward running of the main gear transmission W111, is connected to the ring gear 13, which is the output member of the D1 gear transmission 1o. Forward clutch (C+) selectively connected to torque transmission relationship
28, and a direct clutch (Ct) 29 that selectively connects the intermediate shaft 19 and the ring gear 13 in a torque transmission relationship.
, a shift brake (B1) 30 that selectively fixes the intermediate shaft 19 to the transmission case, and another shift brake (By>31) that selectively fixes the rear carrier 27 to the transmission case,
It has a one-way clutch (Fl) 32 that locks the left rotation of the rear carrier 27, and the front carrier 2
6 and rear ring gear 23 are drivingly connected to the output shaft 8,
The plurality of clutches and the plurality of brakes are engaged and released in predetermined combinations, thereby switching between a plurality of gears including three forward gears and one reverse gear. .

The gear transmission 17 is constructed by engaging and releasing a plurality of clutches and a plurality of brakes of the DI gear transmission 10 and the main gear transmission 11 according to the table shown below.
The one-gear transmission 10 and the main gear transmission W111 cooperate to selectively achieve a plurality of gears, including three forward gears including an overdrive gear and one reverse gear.

- 0xOxXX△△ D 2nd speed Ox×××OΔ× 3rd speed
□x00xxx△n 4th gear 000x
XXX△ji 5th speed - OQx x xQx x 1st speed Q x Q x x x xΔΔS 2nd speed O×××OoΔ×N 3rd speed 0
xoOxX×△L -th speed oxoxox△Δ
N 2nd speed o×××OOΔ×In this table,
The O mark indicates that the relevant clutch or brake is engaged, the When driving, it is engaged (locked) and the internal combustion I! This indicates that it is released (free) during engine braking when the 31-ring is driven.

Note that in the L range, an upshift to the second gear is not performed, and only a downshift from the second gear to the first gear is performed.

The clutches 17, 28, 29 and brakes 18, 30, 131 of the secondary gear transmission W110 and the main gear transmission bag [11] are hydraulically operated, which are driven by hydraulic servo devices to selectively engage and operate. Vehicle speed and throttle opening are controlled for each manual shift range by control by an electronic control device that includes a hydraulic control unit W that controls the supply and discharge of hydraulic pressure to and from the servo device and a microcomputer that instructs the switching of the oil path of the hydraulic control device. The gear stage of the gear transmission 7 is switched and set by engaging and disengaging the clutch and the brake in the above-mentioned combination according to a predetermined and well-known general shift pattern. Ru.

When the gear shift control of the gear transmission 7 is executed according to a general shift pattern, when the manual shift range is in a driving range such as the D range, the accelerator pedal is released and the internal combustion engine 11Ni is released.

When the throttle valve O is located at the fully closed position 1ff (throttle opening position), the gear position of the gear transmission 7 is downshifted to a low gear position in accordance with the decrease in vehicle speed. When the vehicle is running, the gear position of the gear transmission 7 is set to the first gear position.

In the idle driving control method according to the present invention, when the manual shift range is set to a forward driving range such as the D range and the vehicle is idling when the vehicle is substantially stopped, the brake for braking the vehicle is applied. When the braking operation is in progress, the engagement pressure of the forward clutch 28 is set to a value that causes the forward clutch to slip, lower than when the forward gear is coupled, and the shift brake 30 is engaged, and under this control state, the vehicle When the braking action of the traveling brake is released, the engagement pressure of the forward clutch 28 is increased to the value when the forward gear is coupled, and the shift brake 30 is subsequently engaged, and when the accelerator pedal is depressed, It is characterized by releasing the shift brake 30.

FIG. 2 shows one embodiment of a device used to implement the idle operation control method according to the present invention. The hydraulic control device includes a clutch control valve 40 that controls the engagement pressure of the forward clutch 28 and a brake control valve 41 that controls engagement and release of the shift brake 30.

The clutch control valve 40 switches according to the oil pressure supplied to the oil chamber 42, and when the oil pressure in the oil chamber 42 is lower than a first predetermined value, it is located at a first switching position and switches the boat A to the boat C. At the same time, the boats C and d are connected to each other and the giant port b is closed.On the other hand, when a hydraulic pressure larger than the first predetermined value is supplied to the oil chamber 42, the switch is located at the second switching position. Boat a and boat C are closed and boat b is connected to boat d. Boats a and b are connected to a forward boat of a manual shift valve 45 by an oil line 44, and when the manual shift valve is set to a forward travel range such as D range, S range, or L range, the boats a and b are always connected to the forward boat of manual shift valve 45. It is designed to be supplied with line hydraulic pressure. Note that the manual shift valve 45 is connected to a hydraulic pressure control valve (primary regulator valve) 47 through an oil passage 46, and is also connected to a line hydraulic control valve 47.
is connected to an oil pump 49 by an oil passage 48.

The boat C of the clutch Ill Ij valve 40 is connected to the relief valve 52 via an oil path 50 and a link 51, and the boat d is connected to the oil ff56 of the hydraulic servo device 55 of the forward clutch 28 through an oil path 54 having a link 53 in the middle. It is connected to the.

The hydraulic servo device 55 of the forward clutch 28 includes a servo piston 57, and as the oil pressure supplied to the oil chamber 56 increases, the servo piston 57 moves to the right against the spring force of a return spring 58. By doing so, the forward clutch 28 is engaged and the clutch holding pressure is increased in accordance with the increase in the oil pressure in the oil chamber 56.

When the manual shift range is in the forward travel range such as the D range, when the oil pressure lower than the first predetermined value is supplied to the oil chamber 42 of the clutch control valve 40, the clutch control valve 40 shifts to the first predetermined value. By being located in the switching position, a hydraulic pressure lower than the line hydraulic pressure and determined by the relief setting pressure of the relief valve 52 is supplied to the oil chamber 56 of the forward clutch 28, whereas the oil chamber 42 is supplied with a pressure lower than the first predetermined value. When a large hydraulic pressure is being supplied, line hydraulic pressure is supplied to the oil ``4!56'' of the forward clutch 28 because the clutch control valve 40 is located at the second switching position.

The relief setting pressure of the relief valve 52 is set to a hydraulic pressure equal to the servo hydraulic pressure at which the forward clutch 28 is slipping and the forward clutch is about to start transmitting torque. When a hydraulic pressure equal to the relief setting pressure of the relief valve 52 is supplied, the forward clutch 28 is set in a state where it can slip just before starting torque transmission. Note that when line oil pressure is supplied to the oil chamber 56 of the forward clutch 28, the forward clutch 28 is fully engaged, and the ring gear 13 of the auxiliary gear transmission 11f10 and the main gear transmission are connected without slipping. The front ring gear 22 of w11 is connected in a perfect torque transmission relationship.

The brake control valve 41 switches according to the oil pressure supplied to the oil chamber 43, and is in the first switching position when the oil pressure in the oil chamber 43 is less than or equal to a second predetermined value that is higher than the first predetermined value. When the oil pressure in the oil chamber 43 is greater than the second predetermined value, the boat e is moved to the second switching position and the boat e is closed to connect the boat 9 to the drain boat f. It is designed to connect to. The boat e is connected to the forward boat of the manual shift valve 45 by an oil passage 44, and the boat g is connected to the oil chamber 62 of the hydraulic servo device of the shift brake 30 via an oil passage 59, a check valve 60, and an oil passage 61. ing.

Therefore, when the manual shift range is in the forward travel range such as the D range, and the oil pressure equal to or less than the second predetermined value is supplied to the oil chamber 43 of the brake control valve 41, the brake control valve 41 is By being located in the first switching position, line hydraulic pressure is supplied to the oil chamber 62 and the shift brake 30 is engaged, and in response, the oil chamber 43 of the brake υItll valve 41 is supplied with the second predetermined value. When a larger hydraulic pressure is supplied, the brake control valve 4
1 is located at the second switching position, the hydraulic pressure in the oil chamber 62 is discharged and the shift brake 30 is released.

The oil chamber 62 of the shift brake 30 is also connected to a shift tII control valve (not shown) via an oil passage 61, a check valve 60, and an oil passage 63, and when the third gear is achieved, hydraulic pressure is supplied from the shift control valve. is now supplied.

Oil chamber 42 of clutch control valve 40 and brake control valve 41
The oil chamber 43 is connected to the ffi magnetic control valve 65 by an oil passage 64.
is connected to boat h. The electric control valve 65 repeatedly connects the boat h to the line hydraulic supply boat i and the drain boat j at a time ratio corresponding to the duty ratio of the pulse signal by receiving a pulse signal from the electric #J control valve M70. Hydraulic pressure is generated in the boat h according to its duty ratio. In this case, when the electromagnetic control valve 65 is given a pulse signal with a duty ratio of a first value, it generates a hydraulic pressure lower than the first predetermined value, and gives a pulse signal with a duty ratio of a second value. When a pulse signal with a duty ratio of a third value is given, a hydraulic pressure higher than the first predetermined value and lower than the second predetermined value is generated, and when a pulse signal with a duty ratio of a third value is given, the oil pressure is higher than the second predetermined value. It is designed to generate hydraulic pressure. The line oil pressure supply boat i of the electromagnetic control valve 65 is connected to the line oil pressure control valve 47 via a link 66 and an oil line 67, and is supplied with line oil pressure from the line oil pressure $1110 valve 47. .

The electronic TiI1w W//170 includes a general microcomputer, and receives information regarding the manual shift range from a manual shift range sensor 71 and information regarding the opening of the throttle valve of the internal combustion engine 100 from a throttle opening sensor 72. , the vehicle speed sensor 73 receives information regarding the vehicle speed, the foot brake switch 74 receives information regarding whether or not the foot brake for braking the vehicle is operating, and the parking brake switch 75 receives information regarding whether or not the parking brake for braking the vehicle is braking. Each is given information as to whether it is working or not, and according to the flowchart as shown in FIG.
The duty ratio of the output pulse to the II valve 65 is controlled.

Next, with reference to the flowchart shown in FIG. 3, the duty ratio control of the output pulse signal to the electromagnetic control valve 65,
In other words, the implementation procedure of the &ll11 method during idle operation according to the present invention will be explained. The routine of the flowchart shown in FIG. 3 is repeatedly executed at predetermined time intervals or at predetermined crank angles.

At step 100, the manual shift range is D.
A determination is made as to whether the vehicle is in a forward travel range such as range, S range, or forward range.

When the manual shift range is the forward travel range, the process advances to step 101, whereas when the manual shift range is not the forward travel range, that is, when it is in the P range, R range, or N range, the process advances to step 108.

In step 101, it is determined whether the vehicle speed is below a predetermined W1, which is very low and close to O.

That is, it is determined whether the vehicle speed is substantially 0 or not.

When the vehicle speed is below a predetermined value, the process proceeds to step 102;
On the other hand, if the vehicle speed is not below the predetermined value, the process proceeds to step 108.

In step 102, it is determined whether the throttle valve is fully closed, that is, at the idle opening position. When the throttle valve is at the idle opening position, step 103
On the other hand, if the throttle valve is not at the idle opening position, the process proceeds to step 108.

In step 103, it is determined whether at least one of the foot brake and the parking brake is operating.

If the vehicle is braking with the foot brake or parking brake operating, the process proceeds to step 104, whereas if the vehicle is not in &lIa, the process proceeds to step 106.

In step 104, it is determined whether the flag F1 is 1 or not. When the flag is F1-1, the control steps for implementing the idle operation III a11 method according to the invention are terminated, whereas when the flag is not I-1, the process proceeds to step 105.

In step 105, a pulse signal with a duty ratio of the first value is output to the electromagnetic control valve 65, and a flag F is output.
+ is set to 1.

At this time, the ffi magnetic control valve 65 supplies oil pressure lower than the first predetermined value to the oil chamber 42 of the clutch control valve 40 and the oil chamber 43 of the brake control valve 41. and brake control valve 4 are both located in the first switching position. As a result, a predetermined oil pressure lower than the line oil pressure determined by the relief valve 52 is supplied to the oil chamber 56 of the forward clutch 28, and the engagement pressure of the forward clutch 28 is lower than the value when the forward gear is engaged, causing the forward clutch 28 to slip. At the same time, line oil pressure is supplied to the oil chamber 52 of the shift brake 30, and the shift brake is engaged.

At this time, as described above, the engagement pressure of the forward clutch 28 is lower than when the forward gear is engaged, and the forward clutch 28 is lower than that when the forward gear is engaged.
8 is set to a value that causes slippage, the output torque of the hydraulic torque converter 2 is prevented from being transmitted to the front ring gear 22, which is an input member for forward running of the gear transmission t7, and this prevents idle shooting. At this time, the shifting brake 30 is engaged as described above, and the rear sun gear 21 is fixed to the transmission case together with the intermediate shaft 19, and the rear carrier 25 is fixed to the transmission case by the one-way clutch 32. By preventing the output shaft 8 from rotating to the left due to the locking action of the counterclockwise rotation, the output shaft 8 is prevented from rotating to the left or in the direction in which the vehicle is moving. Even if the pedal is not pressed hard, the vehicle is prevented from moving backwards against the driver's will.

In step 106, flag F! It is determined whether or not is 1. When the flag is F+-1, the process proceeds to step 107, whereas when the flag is not F1-1, the idle operation control step is ended.

In step 107, the pulse signal with the duty ratio of the second value is applied to the electric current! ! & Outputting to the control valve 65, setting the flag FI to O, and setting the flag F2 to 1 are performed. When a pulse signal with a duty ratio of a second value is given to the electromagnetic control valve 65, the electromagnetic control valve 65 applies a hydraulic pressure greater than the first predetermined value and smaller than the second predetermined value to the oil chamber of the clutch control valve 40. 42 and the oil chamber 43 of the brake control valve 43, whereby the brake control valve 41 remains in the first switching position.
Clutch control valve 40 switches to the second switching position. If the manual shift range at this time is the forward travel range, line oil pressure is supplied to the oil chamber 56 of the forward clutch 28. Therefore, for example, when the forward clutch 28 is set to a disengaged state and the shift brake 30 is engaged, if both the foot brake and the parking brake are released, the shift brake The forward clutch 28 is engaged while the brake 3o remains engaged, thereby achieving the third gear. At this time, the shift brake 30 is still engaged, so the vehicle does not continue to move backwards, but there is a very slight leap, which causes the vehicle to move forward at a low speed even if the accelerator pedal is not depressed. As a result, driving in traffic jams can be easily done by simply operating the brakes. Further, at this time, an engine braking effect is obtained, so that even if the braking action of the vehicle braking brake is released on a downhill slope, the vehicle will not drop off rapidly due to the engine braking effect.

At step 108, flag F! It is determined whether or not is 1. When the flag is F1-1, the process proceeds to step 109; on the other hand, when the flag F+=1, the process proceeds to step 110.

In step 109, a pulse signal having a duty ratio of the third value is outputted to the electromagnetic control valve 65, and the flag F+@O is set. At this time I! The control valve 65 applies a hydraulic pressure greater than the second predetermined value to the oil chamber 42 of the clutch control valve 40 and the brake control valve 4.
As a result, both the clutch υJltll valve 40 and the brake control valve 41 are located at the second switching position. As a result, the hydraulic pressure of the oil 'g62 of the shift brake 30 is discharged and the shift brake is released.If the manual shift range at this time is the forward travel range, line hydraulic pressure is applied to the oil chamber 56 of the forward clutch 28. When the forward clutch 28 is supplied, the forward clutch 28 is engaged.

Therefore, at this time, the forward clutch 28 is in the non-supplying state and the shift brake 30 is in the 1st state, which is the anti-creeple hill hold control state, and the normal first gear is immediately achieved without establishing the third gear. This allows the vehicle to start smoothly.

In step 110, flag F? It is determined whether or not is 1. When the flag is F2-1, the process proceeds to step 111, whereas when the flag Fy is not 1, step IIIll is completed during idling operation.

In step 111, a pulse signal having a third duty ratio is outputted to the electromagnetic control valve 65, and the flag F2 is set to zero. At this time, the electromagnetic control valve 65 applies a hydraulic pressure larger than the second predetermined value to the oil chamber 40 of the clutch Illm valve 40 and brake control valve 4.
The oil is now supplied to the clutch control valve 4 which is already in the second switching position at this time.
In addition to the brake control valve 41, the brake control valve 41 is also located in the second switching position. As a result, the oil pressure in the oil seedling 62 of the shift brake 30 is discharged, the shift brake is released, the normal first gear is achieved, and the vehicle can be started at this time as well.

By performing III all according to the flowchart as described above, the manual shift range is set to the forward travel range, the vehicle is in idle operation when it is substantially stopped, and the brake for moving the vehicle is braking. Sometimes, the engagement pressure of the forward clutch 28 is set to a value that is lower than when the forward gear is engaged and causes the forward clutch to slip, and the shift brake 30 is engaged, and under this t11IIII state, the accelerator pedal is released. When the braking operation of the vehicle travel braking brake is released in this state, the engagement pressure of the forward clutch 28 increases to the value when the forward gear is engaged while the shift brake 3o remains engaged. This engages, the third gear is achieved, and then when the accelerator pedal is depressed, the shift brake 30 is released, the first gear is achieved, and the vehicle starts. Differently, when the accelerator pedal is depressed even before the braking action of the vehicle running brake is released, the shift brake 30 is released and the forward clutch 3 is released.
The first gear is immediately achieved without the engagement of the third gear being achieved.

FIG. 4 shows another embodiment of a device implementing the idle operation control method according to the present invention.

In FIG. 4, parts corresponding to those in FIG. 2 are designated by the same reference numerals as in FIG. 2.

In this embodiment, both the clutch lb control valve 40 and the brake IIJ'10 valve 41 are configured as electromagnetically actuated control valves, and the clutch control valve 4o is configured such that when its solenoid device 40s is energized, The brake control valve 41 is located at the first switching position, and is located at the second switching position when the solenoid 40s is not energized. When the solenoid 413 is energized, it is located at the first switching position, whereas when the solenoid 413 is not energized, it is located at the second switching position. The energization of the solenoids 40S and 418 is performed by the electronic control unit M70, and in this case, instead of duty ratio control, step 105 of the flowchart shown in FIG. It is only necessary to energize both the solenoids 40S and 41s, stop the energization to the solenoid 408 in step 107, and stop the energization to the solenoids 403 and 41s in steps 109 and 111.

Although the present invention has been described in detail with respect to specific embodiments above, the present invention is not limited to these embodiments, and various embodiments are possible within the scope of the present invention. will be clear to those skilled in the art.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram, not showing one embodiment, of an automatic transmission for a vehicle that implements the control method during idle operation according to the present invention, and FIG. 2 shows the control during idle operation of the automatic transmission for a vehicle according to the present invention. FIG. 3 is a flowchart showing an example of the implementation procedure of the idling υ1111 method according to the present invention; FIG. FIG. 3 is a schematic configuration diagram showing another embodiment of a device used to implement a control method during idle operation of a transmission. 1...Vehicle automatic transmission, 2...Fluid torque converter, 3...Pump vane! 4...Turbine impeller. 5... Stator impeller, 6... Direct clutch, 7...
...Gear transmission, 8...Output shaft, 9...Input shaft,
DESCRIPTION OF SYMBOLS 10... Secondary gear transmission, 11... Main gear transmission, 12... Sun gear, 13... Ring gear, 14...
・・Planetary pinion, 15・・Carrier, 16・
...One-way clutch, 17...oD clutch, 1
8...OD brake. 19... Intermediate shaft, 20... Front sun gear, 21
...Rear sun gear, 22...Front ring gear,
23... Rear ring gear, 24... Front planetary pinion, 25... Rear planetary pinion, 2
6...Front carrier, 27...Rear carrier,
28...Forward clutch, 29...Direct clutch. 30.31... Shift brake, 32... One-way clutch, 40... Clutch control valve, 41...
Brake control valve, 42. 43... Oil chamber, 44... Oil passage, 45... Manual shift valve, 46... Oil passage,
47... Line oil pressure Ill m valve, 48... Oil path,
49... Pump, 50... Oil path, 51... Throttle,
52... Relief valve, 53... Throttle, 54... Oil passage, 55... Hydraulic servo device, 56... Oil chamber, 57
...Servo piston, 58...Return spring, 59...
・Oil passage, 60...Check valve, 61...Oil passage. 62...Oil chamber, 63...Oil passage, 64...Oil passage, 6
5... Solenoid control valve, 66... Throttle, 67... Oil passage, 70... Electronic control device, 71... Manual shift range sensor. 72... Throttle opening sensor, 73... Vehicle speed sensor. 74... Foot brake switch, 75... Parking brake switch, 100... Internal combustion engine Im, 10
1... Output shaft patent applicant: Toyota Motor Corporation representative
Patent Attorney Masaki Akashi Figure 2, Figure 3, Figure 4 (voluntary) Procedural Amendment 1, Indication of Case 1985 Patent Application No. 077218M2
, Name of the invention, Idle driving time shift method for automatic transmissions for vehicles 3, Relationship with the case of the person making the amendment Patent applicant address: 1 Toyota-cho, Soda City, Aichi Prefecture Name (3)
20) Toyota Motor Corporation 4, Agent Address: 104 1-5-19 Shinkawa, Chuo-ku, Tokyo (1) “Boat a” on page 18, lines 18 to 20 of the specification
``The manual shift valve'' is changed to ``Boat a has an oil passage 44a with a throttle 53a in the middle and an oil passage 4.''
4, and the boat b is connected to the forward boat of the manual shift valve 45 by an oil passage 44b and an oil passage 44 which right-pull the throttle 53b in the middle, and the manual shift valve of these boats is corrected to j. (2) "Aperture 51..." on page 19, lines 10 to 11.
. . . Port 51 that compares ``by oil passage 54''
The boat d is connected to a relief valve 52 equipped with an oil passage 5.
4,” he corrected. (3) On page 26, line 18, "control valve 4" is corrected to "control valve 41 is J." (4) On page 27, line 5, "in oil chamber 52" is changed to "oil chamber 62."
ni,” he corrected. (5) In the third line of page 36, "44...oilway" was changed to "44...
．． 44a, 44b... Corrected as oil path J. (6) On page 36, line 6 of the same page, change “51…comparison” to “51
...Aperture boat,” I corrected myself. <7) "53...comparison" on page 36, lines 6-7
are corrected as r53a, 53b...aperture j. (8) Correct the table on page 15 as shown in the attached sheet. (9) Figures 2 and 4 are corrected as shown in the attached Figures 2 and 4. 2nd speed OX×0×××Δ△ D 2nd speed OX×××O△× 3rd speed
QxQQXxx△n 4th gear ooox
xxxΔji-5th speed% QQxxxQxxth-
Speed Q X Q X X XΔ△S 2nd speed
QxxxxOOΔXN 3rd speed 0xO
Q××xΔshi -th speed oxoxoxΔΔN
2nd speed ○xxxooΔ×21st

Claims (1)

[Claims] It has a hydraulic torque converter and a gear transmission that is switched between a plurality of gears by engaging and disengaging a plurality of frictional engagement devices, and the plurality of frictional engagement devices are configured to control the hydraulic torque. a forward clutch that selectively connects the output member of the converter and the forward travel input member of the gear transmission; a one-way clutch that cooperates with the forward clutch by a rotation blocking action to achieve a first gear;
A method for controlling an automatic transmission for a vehicle during idle operation, the method comprising: a shift brake that cooperates with the one-way clutch to prevent the output shaft of the gear transmission from rotating in a backward direction of the vehicle; When the shift range is set to the forward travel range and the vehicle is idling when it is substantially stopped and the vehicle travel braking brake is operating, the engagement pressure of the forward clutch is set to achieve the forward gear. and the shift brake is engaged, and under this control state, when the accelerator pedal is released, the braking action of the vehicle travel braking brake is released. only when the engagement pressure of the forward clutch is increased to a value when the forward gear is coupled, and the shift brake is subsequently engaged;
A control method during idling operation, characterized in that when an accelerator pedal is depressed, the shift brake is released and the engagement pressure of the forward clutch is increased to a value when the gear stage is achieved.