JPS62204056A - Direct coupling mechanism control method for fluid type power transmission of automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To reduce the rate of fuel consumption and mitigate increase of the operating noise by holding a direct coupling mechanism in operating condition when there is no fear of causing a problem such as vibration etc. even if the condition of car running actuates the direct coupling mechanism even in the event of any failure in a car speed sensor. CONSTITUTION:The transmission capacity (engagement force) of a direct coupling mechanism (direct coupling clutch Cd) is controlled up and down so that a specified parameter (rotational speed ratio etc.) to represent the relative slip amount of an input and an output member (pump blade wheel 2, turbine blade wheel 4) of a torque converter T, to be calculated from the revolving speeds of said input and output members, becomes a previously set specific reference range value. The transmission capacity is maximized when the revolving speed of the output member is below the specified value and, at the same time, the revolving speed of the input member is over the stall speed.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a method for controlling a direct coupling mechanism of a fluid power transmission device for an automatic transmission for a vehicle.

(Prior art and its problems) In general, vehicles equipped with automatic transmissions use a fluid power transmission device, such as a fluid torque converter, to provide sufficient driving force and a smooth and easy driving feeling with a small number of gears. On the other hand, the practical fuel efficiency is poor due to the fluid slippage loss in the torque converter, and the engine rotational speed increases by the amount of fluid slippage, making the operation louder and less quiet.

For this reason, when there is no need to expect the torque amplification function of the torque converter, a direct coupling clutch mechanism called a lock-up mechanism is used, which mechanically connects the torque converter's output member and the output member to improve power transmission efficiency. (
A direct-coupling mechanism (hereinafter referred to as a direct-coupling mechanism) has been developed and has already been put into practical use, and can provide favorable effects in terms of improved power transmission characteristics and fuel efficiency.

In such a direct coupling mechanism, an engine rotation speed detector detects the rotation speed of the input member, a gear position detector detects the gear position of the automatic transmission, and a vehicle speed detector detects the gear position of the output member. It detects the running speed of the vehicle, which is a parameter of rotation speed, and is controlled to operate with the optimum relative slip amount between the input and output members according to the detected speed value and the gear position of the automatic transmission. However, if the vehicle speed detector fails, the detected speed value will be approximately 0, and the electronic control device It is determined that the vehicle is running at a low speed, and the direct coupling mechanism is released, that is, the torque amplification factor of the torque converter is determined to be the maximum. As a result, there have been problems in that the fuel efficiency has deteriorated and the driving noise has increased.

(Object of the Invention) The present invention has been made in view of the above circumstances, and the increase in fuel consumption and driving noise is reduced when there is no risk of vibrations occurring due to the operation of the direct coupling mechanism even if the vehicle speed detector fails. It is an object of the present invention to provide a direct coupling mechanism control method for a fluid power transmission device of an automatic transmission for a vehicle.

(Means for Solving the Problems) In order to solve the above-mentioned problems, the present invention provides a first predetermined rotational speed representative of the rotational speed of the input member of a fluid power transmission device having an input member and an output member. A parameter value and a second predetermined parameter value representative of the rotational speed of the output member are detected, and the relative slip of the input and output members is calculated based on these first and second predetermined parameter values. For vehicles, the transmission capacity of a direct coupling mechanism that mechanically engages the input and output members is variably controlled so that the third predetermined parameter value representing the amount falls within a preset predetermined reference range. In the direct coupling mechanism control method for a hydraulic power transmission device of an automatic transmission, when the second predetermined parameter value is less than or equal to a predetermined value and the first predetermined parameter value is at least the stall rotation speed, the transmission capacity is reduced. It is the one that maximizes.

(Example) An embodiment of the present invention will be described in detail below with reference to 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 power transmission device, an auxiliary transmission M, and a differential gear. Turning around Dr, left and right drive wheels W, W
“is transmitted to and drives these.

The torque converter T includes a pump impeller 2 which is an input member connected to a crankshaft 1, a turbine impeller 4 which is an output member connected to an input shaft 3 of an auxiliary transmission M, and a rotatable member on the input shaft 3. The stator wheel 5 is connected to a stator shaft 5a supported by a stator shaft 5a via a one-way clutch 6. The torque transmitted from the crankshaft 1 to the pump wheel 2 is hydrodynamically transmitted to the turbine wheel 4, and when the torque is amplified during this time, the stator wheel 5 acts as a reaction force. bear the burden.

A pump drive gear 7 for driving the hydraulic pump P shown in FIG. 2 is provided at the right end of the pump impeller 2, and a stator shaft 5a
A stator arm 5b that controls the regulator valve Vr shown in FIG. 2 is fixed to the right end of the stator arm 5b.

A roller-type direct coupling clutch Cd is provided between the pump impeller 2 and the turbine impeller 4 as a direct coupling mechanism capable of mechanically coupling these. To explain this in detail with reference to FIGS. 2 and 3, an annular drive member 9 having a drive conical surface 8 on the inner circumference is spline-fitted to the inner peripheral wall 2a of the pump impeller 2.

Further, an annular driven member 11 having a driven conical surface 10 facing parallel to the driving conical surface 8 on its outer periphery is spline-fitted to the inner circumferential wall 4a of the turbine impeller 4 so as to be slidable in the axial direction. . A piston 12 is integrally formed at one end of this driven member 11, and this piston 12 is slidably engaged with a hydraulic cylinder 13 provided on the inner circumferential wall 4a of the turbine impeller 4.
The internal pressure of the cylinder 13 and the internal pressure of the torque converter T are simultaneously received on both left and right end surfaces.

A cylindrical clutch roller 14 is interposed between the driving and driven conical surfaces 8 and 10, and this clutch roller 14
As shown in the figure, the annular glue retainer 15 is arranged so that its central axis 0 is inclined at a constant angle θ with respect to the generatrix g of the virtual conical surface IC (see FIG. 2) passing through the center between the hundred conical surfaces 8 and 10. Retained.

Therefore, when a hydraulic pressure higher than the internal pressure of the torque converter T is introduced into the hydraulic cylinder 13 at a stage when the torque amplification function of the torque converter T is no longer required, the piston 12, that is, the driven member 11 is pushed toward the drive member 9. Ru. As a result, the clutch roller 14 is pressed against the 100-conical surfaces 8 and 10. At this time, when the driving member 9 is rotated in the X direction in FIG. 3 with respect to the driven member 11 by the output torque of the engine E, the clutch roller 14 rotates. Since 0 is tilted as described above, its rotation imparts a relative axial displacement to both members 9.11 that brings them closer together. As a result, the clutch roller 14 has a hundred conical surface 8.10
It bites in between the two members 9 and 11, that is, the pump wheel 2 and the turbine wheel 4 to be mechanically connected. Even during such operation of the direct coupling clutch Cd, if the output torque of the engine E exceeds the coupling force and is applied between the two wing wheels 2.4, the clutch roller 14 will slip against each conical surface 8.10. 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 from the pump wheel 2 to the turbine wheel 4. , the ratio of the former torque to the latter torque changes depending on the degree of slippage of the clutch roller 14.

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 11 becomes higher than the rotational speed of the driving member 9. The clutch roller 14 rotates in the Y direction in FIG. 3, and the clutch roller 14 rotates in a direction opposite to the previous direction, applying a relative axial displacement to the members 9 and 11 to separate them from each other. As a result, the clutch roller 14 is released from being wedged between the 100-conical surfaces 8 and 10, and enters an idling state. Therefore, the turbine wheel 4
The transmission of the reverse load from to the pump wheel 2 takes place only hydrodynamically.

When the hydraulic pressure of the hydraulic cylinder 13 is released, the piston 12 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 persons of the auxiliary transmission M,
A first speed gear train G1, a second speed gear train G2, a third speed gear train G3, a fourth speed gear train G4, and a reverse gear train Gr are provided in parallel between the output shafts 3 and 16. The first speed gear train G1 is
It consists of a drive gear 17 connected to the input shaft 3 via a first speed clutch C1, and a driven gear 18 meshing with the gear 17 and connectable to the output shaft 16 via a one-way latch CO. The second speed gear train G2 has a second speed clutch C2 connected to the input shaft 3.
It consists of a drive gear 19 that can be connected via a drive gear 19, and a driven gear 20 that is fixed to the output shaft 16 and meshes with the gear 19. The third speed gear train G3 includes a drive gear 2 fixed to the input shaft 3.
1, and a driven gear 22 connected to the output shaft 16 via a third speed clutch C3 and capable of meshing with the gear 21 described above. Further, the fourth speed gear train G4 includes a driving gear 23 connected to the input shaft 3 via a fourth speed clutch C4, and a driven gear 24 connected to the output shaft 16 via a switching clutch Cs and meshing with the gear 23. It consists of Further, the reverse gear train Gr includes a drive gear 25 provided integrally with the drive gear 23 of the fourth speed gear train G4, and the switching clutch Cs on the output shaft 16.
It consists of a driven gear 26 which is connected to the gears 25 and 26, and an idle gear 27 which meshes with both gears 25 and 26. The switching clutch Cs is provided between the driven gear 24 and the idle gear 27 of the fourth speed gear train G4, and the selector sleeve S of the clutch Cs can be moved to the left forward position or the right reverse position in FIG. By shifting to , the driven gear 24 and the idle gear 27 can be selectively connected to the output shaft 16 . The one-way clutch CO connects the engine E to the drive wheel w.
, w', and no torque in the opposite direction is transmitted.

Thus, when the selector sleeve S is held in the forward position as shown in FIG. A gear train G1 is established, and torque is transmitted from the input shaft 3 to the output shaft 16 via this gear train G1. Next, the first
While the speed clutch C1 remains connected, the second speed clutch C2
When connected, the drive gear 19 is connected to the input shaft 3 to establish the second speed gear train G2, and torque is transmitted from the input shaft 3 to the output shaft 16 via this gear train G2. At this time, the first speed clutch C1 is also engaged, but due to the action of the one-way clutch Co, the first speed is not established, but the second speed gear train G2 is established, which is connected to the third and fourth speeds. The same goes for when. Release the second gear clutch C2 and apply the third gear clutch C3.
When the driven gear 22 is connected to the output shaft 16, the third speed gear train G3 is established, and when the third speed clutch C3 is released and the fourth speed clutch C4 is connected, the driven gear 22 is connected to the output shaft 16 and the third speed gear train G3 is established. 23 is connected to the input shaft 3 and the fourth speed gear train G4
is established. Furthermore, if the selector sleeve S of the switching clutch Cs is moved to the right in FIG. The reverse gear train Gr is established, and the input shaft 3 is connected to the output shaft 1 via this gear train Gr.
Reverse torque is transmitted to 6.

The torque transmitted to the output shaft 16 is transmitted through the output gear 28 provided at the end of the shaft 16 to the large diameter gear DG of the differential device Df. One end of a speedometer cable 30 is fixed to the gear 29 meshing with the gear Ds fixed to the gear DG, and the speedometer 3 is connected to the other end of the speedometer cable 30 via a magnet 31a of a vehicle speed detector 31.
2 is connected, and the speedometer 32 is connected to the gear Ds, 29
and a cable 30 to display the vehicle speed.

The vehicle speed detector 31 includes the magnet 31a and a reed switch 31b, for example, which is driven by the magnet 31a.
1b is opened and closed, and on and off signals accompanying this opening and closing are supplied to an electronic control device 33, which will be described later.

FIG. 2 shows a hydraulic control circuit for a vehicle automatic transmission to which the present invention is applicable.

In the figure, a hydraulic pump P whose suction port is connected to an oil tank R connects an inlet port 60a of a regulator valve Vr, a pilot pressure introduction bow 1-60b, and a manual shift valve (hereinafter simply referred to as a manual valve) Vm via an oil path 300. boat 7
0b and the inlet boat 80a of the governor valve Vg, respectively. The boats 70a and 70c of the manual valve Vm are connected to the boat 90c of the servo piston 90 via oil passages 301 and 302, respectively.

90b, the port 70c is further connected to the boat 70d of the manual valve Vm via the oil passage 303, the inlet port 270a of the pressure reducing valve 270 and the boat 100a of the throttle valve Vt, and the port 70e is connected to the boat 100a of the manual valve Vm via the oil passage 304. Port 70g, timing valve 210 boat 210d, first
and a port 170a of an accumulator 170 and a second speed clutch C2, respectively. Further, the boat 70f of the manual valve Vm is connected to the second shift valve V via an oil passage 305 in which a throttle 350 and a one-way valve 380 are connected in parallel.
Port 130b of 2 and port 70h have aperture 35 in the middle.
9 and a one-way valve 383 are respectively connected to the first speed clutch C1 via oil passages 313 provided in parallel. The oil passage 31
Two inlet boats 400a and 400b of a flow rate adjustment valve 400 are connected to one outlet boat 400d of the flow rate adjustment valve 400 through an oil passage 307 provided with a throttle 369.
is the bow of the first shift valve ■1 via the oil passage 307a.
20b. A throttle 370 is interposed between the first inlet port 400a of the flow rate regulating valve 400 and the oil passage 307.

Port 70i of manual valve Vm is connected to port 90a of servo piston 90 via oil passage 30B, and port 70 is connected to port 210 of timing valve 210 via oil passage 309.
e, the port 70m is connected to the port 190a of the second accumulator 190 and the fourth speed clutch C4, and the port 70m is connected to the port 70n of the manual valve Vm and the second shift valve v via the oil passage 310.
2 port 130d, and the bow of the first control valve 160)
160b, respectively. A throttle 356 and a one-way valve 381 are arranged in parallel with each other between the oil passage 310 and the bow 130d of the second shift valve (2).

Baud of throttle opening responsive valve Vt) 100b, and 10
0C is connected to each port 170b, 190b of the first to third accumulators 170, 190, 180 via an oil passage 311.
, 180b, baud of modulator valve 220) 220f,
Port 230C1 of on-off valve 230 Flow rate adjustment valve 40
0 port 400C1 port 16 of the first control valve 160
0a, and the baud 200a of the second control valve 200, and the baud 1-100 of the throttle opening responsive valve Vt.
A throttle 352 is interposed between b and the oil passage 311. Bow 1-100d of the throttle opening response valve Vt is the oil path 31
2 to the port 130g of the second shift valve v2 and the drain EX, respectively, and a throttle 353 is interposed between the oil passage 312 and the drain EX. The bow 110a of the third control valve 110 is connected to the port 120a of the first shift valve 1 and the drain EX via an oil passage 315, respectively.
A throttle 354 is interposed between the oil passage 315 and the drain EX.

Ports 120c, 120 of first shift valve V1
d is connected to the second shift valve v via oil passages 316 and 317, respectively.
The port 120e is connected to the port 160c of the first control valve 160 via the oil passage 318.
and a drain EX, and a throttle 355 is interposed between the oil passage 318 and the drain EX. The port 130e of the second shift valve 2 is connected to the bow 200c of the second control valve 200 and the drain EX via an oil passage 319, and a throttle 357 is connected between the core oil passage 319 and the drain EX.
is interposed. The port 130f of the second shift valve 2 is connected to the port 200 of the second control valve 200 via an oil passage 320 in which a throttle 358 and a one-way valve 382 are connected in parallel.
0b, the baud of the third accumulator 180) 180a and the third gear clutch C3, respectively. Note that a throttle 356a is interposed in one of the two EX ports of the second shift valve (2).

The port 120f of the first shift valve 1 is connected to the inlet port 140a of the first solenoid valve 140 via an oil passage 340, and the oil passage 340 is connected to the pressure reducing valve 270 via an oil passage 341 provided with a throttle 361. Connected to outlet port 270b. The port 130h of the second shift valve v2 is connected to the inlet boat 150a of the second solenoid valve 150 via an oil passage 322a, and the oil passage 322a is connected to the oil passage 3 through a throttle 362.
22, and this oil passage 322 is connected to the outlet boat 80b of the governor valve Vg.

Each valve body 141 of the first and second solenoid valves 140, 150.
151 is the deenergization (off) of solenoids 142 and 152, respectively.
At times, the artificial ports 140a and 150a are closed by being pressed by the spring force of the springs 143 and 153, and the solenoid 14
When 2,152 is biased (on), the inlet port 140a is attracted against the spring force.

150a is opened. Hit, first and second solenoid valve 14
0.150, the valve is closed when the solenoid 142, 152 is deenergized, and opened when the solenoid is energized.

The outlet port 60c of the regulator valve Vr is connected to the port 210a of the timing valve 210 through the oil passage 325.
Each port 230d of the off valve 230 is connected to the port 230d. The port 210b of the timing valve 210 has a throttle 371 in the middle.
The port 210C is connected to the port 220d of the modulator valve 220 through an oil path 327 provided with a
0r are respectively connected to the oil passage 501 via an oil passage 501a having a throttle 375 in the middle. The bow) 220b of the modulator valve 220 is an oil J2 with a throttle 372 provided in the middle.
Connected to oil line 326 via L326a, boat 22
0c is connected to the boat 220e of the on-off valve 230 via an oil passage 353 with a throttle 373 in the middle.
are connected to oil passages 322 each having a throttle 366a in the middle. The boat 230a of the on-off valve 230 is connected to the oil passage 32
6, the boat 230e is connected to the oil passage 334 via an oil passage 501 having a throttle 374 in the middle.

The inlet port 240a of the third solenoid valve 240 has a throttle 367
It is connected to the oil passage 326 via. This third solenoid valve 2
When the solenoid 242 is deenergized (off), the valve body 241 of 40 is pressed by the spring force of the spring 243, and the valve body 241 of the inlet boat 2
40a is closed, and when the solenoid 242 is energized (on), it is attracted against the spring force and opens the inlet port 240a. That is, the third solenoid valve 240 is closed when the solenoid 242 is deenergized, and opened when the solenoid 242 is energized.

The boat Ta of the torque converter T is connected to the oil passage 325 through the oil passage 334 provided with the throttle 368, the boat Tb is connected to the oil passage 326, and the port 1-Tc is connected to the inlet boat 250a of the pressure holding valve 250 through the oil passage 335. connected to. The pilot pressure introduction boat 250b of this pressure holding valve 250 is connected to the oil passage 336.
The outlet port 250c is connected to the drain EX via the oil passage 337 and the oil cooler 260, respectively, on the upstream side of the throttle 366a of the oil passage 322. Each drain EX is connected to an oil tank R, respectively.

Each solenoid 142, 152.242 of the first to third solenoid valves 140, 150, 240 is connected to a signal line 142a, 1
It is connected to the electronic control device 33 via 52a and 242a, respectively. The electronic control device 33 operates in accordance with a predetermined shift map based on input signals from a vehicle speed detector 31, an engine speed detector 34, a gear position detector 35, etc.
Then, the second solenoid valves 140 and 150 are controlled to control the engagement and disengagement (disengagement) of the first to fourth gear clutches C1 to C4, thereby controlling the speed change. Further, the electronic control device 33 actually measures a predetermined parameter value representing the relative slip amount of the output member of the torque converter T, for example, the speed ratio e, and compares the measured value e with a predetermined reference value, Based on the comparison result, the engagement force (transmission capacity) of the direct coupling clutch Cd is determined and the third solenoid valve 240 is controlled to control the direct coupling clutch Cd.
control the engagement force of

The operation of the above-mentioned hydraulic circuit will be explained below.

The hydraulic pump P sucks in and pressurizes the hydraulic oil in the oil tank R, regulates the pressure to a predetermined pressure (hereinafter referred to as line pressure PA) using the regulator valve Vr, and then pumps it to the oil path 300. The stator arm 5b (see Fig. 1) is in contact with the spring receiver 61 of the regulator valve Vr, and when the reaction force of the stator wheel 5 of the torque converter T exceeds a predetermined value, the spring 62 is compressed and the hydraulic pump P Increase the discharge pressure. Such hydraulic control is detailed in Japanese Patent Publication No. 45-30861. A part of the hydraulic oil whose pressure is regulated by the regulator valve Vr is sent into the torque converter T through an inlet oil passage 334 having a throttle 368, and after pressurizing the inside thereof to prevent cavitation, the pressure holding valve 250, Tank R via oil cooler 260
is refluxed to. In the pressure holding valve 250, as the vehicle speed U increases, the spool 251 moves to the right in the figure against the spring 252 due to the governor pressure PG, and the internal pressure of the torque converter T is released to the oil tank R. That is, the pressure holding valve 250 functions to lower the internal pressure of the torque converter T in proportion to the vehicle speed U.
Since the spool 251 is moved by the differential pressure with the governor pressure Pc, the transmission capacity of the direct coupling clutch Cd increases, and the maximum value of the transmission capacity of the direct coupling clutch Cd is increased on the high speed side.

The manual valve Vm is switched by manual switching operation of the shift lever; P (parking), R (reverse), N (neutral), D4 (4-speed forward automatic transmission), D:] (3-speed forward automatic transmission except TOP). ), 2 (2ND hold), and an operation mode corresponding to each shift position can be arbitrarily selected.

When the spool 71 of the manual valve Vm is in the illustrated N position, the boat 70b connected to the oil passage 300 is blocked by the spool 71 of the manual valve Vm, and all the other boats 70a, 70c to 70n are connected to the drain EX. The four clutches 01 to C4 of the first to fourth speeds are all disengaged, so that the engine torque is not transmitted to the drive wheels w, w' (see FIG. 1).

When the spool 71 of the manual valve Vm is shifted one frame to the left from the illustrated position and is at the D4 position, both the oil passages 302 and 313 communicate with the oil passage 300, and pressure oil is supplied to the oil passage 30.
5.304 communicate with each other. Further, the oil passage 309 is communicated with the oil passage 310, but is isolated from the drain EX and the oil passage 308, respectively, and the oil passage 301 continues to communicate with the drain EX. As a result, in the D4 position (range), the servo piston 90 for moving the selector sleeve S (see Fig. 1) receives the line pressure Pl in its spring chamber 92, and the spool 91 also receives the line pressure Pl as shown in the figure. The selector sleeve S is held in the position shown in FIG. 1 by a shift fork 39 fixed to one end of the spool 91. As a result, the fourth speed driven gear 24 is switched to the switching clutch C.
3, the reverse driven gear 26 is rotatably placed.

Even if the spool 71 of the manual valve Vm further moves one frame to the left from this state and is placed at the D3 position, the oil passage 310 remains open.
The connection relationships of the respective oil passages connected to the manual valve Vm do not change except that they are connected to the drain EX via 70m and 70n. These 2. D3. At the D4 position, pressure oil is sent to the throttle opening responsive valve Vt via the oil passage 303.

The throttle opening response valve Vt is a parameter representing the load of the engine E, and is proportional to the amount of depression of the throttle pedal (not shown), that is, the valve opening of the throttle valve (not shown) provided in the intake system of the engine E. The left spool 101 is moved to the left by receiving the displacement of the cam 104 which rotates counterclockwise from the illustrated position via the spring 103, and the boat 10
The output oil path At 311, a pressure proportional to the opening degree of the throttle valve (hereinafter referred to as throttle pressure Pt) is generated. In addition, the counterclockwise rotation of the cam 104 moves the right spool 102 to the left, continuously restricts the communication between the boat 100d and the drain EX, and kicks down from 3rd speed (3r2D) to 2nd speed (2ND). Alleviates the shock of shifting gears.

Cam 113 of third control valve 110 interlocking with cam 104
rotates counterclockwise in accordance with the opening degree of the throttle valve to move the spool 111 to the left against the spring force of the spring 112, continuously restricting the communication between the boat 110a and the drain EX, and Alleviates the shift shock when kicking down from TOP to 3RD. Further, the throttle pressure Pt is sent to the boat 400c of the flow rate regulating valve 400 via the oil passage 311 to control the valve 400. That is, when the flow rate adjustment valve 400 is in the illustrated state, the oil passage 307 passes through only the first inlet port 400a provided with the throttle 370, and the outlet port 1-400d passes through the oil passage 307a to the first shift valve (1). The hydraulic pressure is sent to the first boat 120b, and when the throttle pressure Pt increases and overcomes the force of the spring 402, the spool 401 moves to the left and passes both the first and second inlet boats 400a and 400b. The amount of pressure oil supplied from the outlet boat 400d to the oil passage 307a is increased, and when the throttle valve opening degree is small, the clutches are engaged (the two clutches are engaged together),
Energy is consumed in both clutches, causing the vehicle to drop below its previous speed. ), the next clutch is not engaged until one clutch is completely disengaged, thereby alleviating the shock of, for example, upshifting when the accelerator is released, or downshifting when stopping the vehicle.

The oil discharged from the hydraulic pump P is inlet port 80 of the governor valve Vg.
a, the governor valve Vg is rotated by its own shaft 82 at a speed proportional to the vehicle speed by a gear 81 meshing with the large-diameter gear DG shown in FIG. A pressure proportional to (hereinafter referred to as governor pressure Pc) is output.

When the first shift valve (1) is in the first position shown, the input oil passage 307a is connected to the output oil passage 316, and another output oil passage 317 is connected to the drain EX via the oil passage 318. The valve body 121 of the first shift valve v1 is shifted to the first position by the spring 122. The first shift valve v1 has a line pressure P introduced from the pressure reducing valve 270 through the oil passage 341, the throttle 361, and the oil passage 340 into the chamber 120A, which its right end face faces.
With the hydraulic pressure reduced to a pressure lower than g, it can be moved to the left against the spring force of the spring 122 to take the second position, and when it is in the second position, the output oil passage 316 is drained via the oil passage 315. EX, and another output oil passage 317 is separated from the oil passage 318 and connected to the input oil passage 307a.

When the first shift valve ■1 is in either the first or second position, the oil passage 313 is connected to the first speed (LOW') clutch C1, so that the manual valve Vm is in the D3 or When in the D4 position, the first speed clutch C1 is always pressurized and engaged. The spool 121 of the first shift valve v1 is controlled by a first solenoid valve 140, and when the solenoid valve 140 is closed, the pressure introduced into the chamber 120A causes the second position to be set to the second position, and when the solenoid valve 140 is opened, the spring 122 is moved to the second position. takes the first position.

When the second shift valve 2 is in the first position shown, it blocks the input oil passage 316, connects the output port 130d to the drain EX, connects the input oil passage 317 to the output oil passage 305,
Further, the output oil passage 320 is connected to the drain EX via the oil passage 312. The spool 131 of the second shift valve ■2 is the spring 1
32 to the first position. This shift valve■2
is moved to the left against the spring force of the spring 132 by the governor pressure Pc introduced from the boat 130h into the chamber 130A facing the right end surface of the spool 131 through the oil passage 322, the throttle 362, and the oil passage 322a, and is moved to the second position. and when in the second position, the output port 130d is connected to the drain E.
Separate it from X and connect it to the input oil path 316,
05 is connected to the drain EX via the oil passage 319, the remaining output oil passage 320 is separated from the oil passage 312, and the input oil passage 31 is connected to the drain EX through the oil passage 319.
Switch and connect to 7.

The spool 131 of this second shift valve (2) is controlled by a second solenoid valve 150, and when the solenoid valve 150 is closed, the second shift valve (2) is controlled by the governor pressure Pc introduced into the chamber 130A.
The position is set to the first position by the spring 132 when the valve is opened.

Further, the second shift valve (2) is particularly provided with a click motion mechanism 133 so that its switching operation is performed in an on-off manner. This click motion mechanism 133
is the governor pressure Pc even when the second solenoid valve 150 is closed.
The spool position of the shift valve (2) is limited to either the first or second position in response to the change in the shift valve (2).

Now, as long as the engine E is rotating, the hydraulic oil pressurized by the hydraulic pump P is sent to the governor valve Vg.
g, the pressure is regulated as a signal pressure proportional to the vehicle speed U and guided to the chamber 130A of the second shift valve v2, and the pressure reducing valve 27
The pressure is reduced at 0 and guided to the chamber 120A of the first shift valve (1). In order to maintain these two shift valves v, , v2 in the first switching position shown when the manual valve Vm is in the D4 (or D3) position, the solenoids 142 and 152 of the two solenoid valves 140 and 150 are attached together. All you have to do is force the valve open. As a result, each clutch 02 to C4 of 2nd speed to 4th speed
is not pressurized, only the first speed clutch C1 is pressurized and engaged, and the first speed reduction ratio is established. Since this first speed generally covers a low speed region, the governor pressure Pc itself is low pressure in this low speed region, and is discharged from the second solenoid valve 150 to the oil tank R via the throttle 362. The loss flow rate of the pressure oil caused by this process is correspondingly small, making it economical. This point is particularly advantageous when the pressure of the entire system must be maintained considerably higher than the normal pressure level (line pressure Pi), such as when starting at a stall (vehicle speed -0).

Next, the solenoid 152 of the second solenoid valve 150 is energized to maintain the solenoid valve 150 in the open state, and the solenoid 142 of the first solenoid valve 140 is deenergized to keep the solenoid 150 open.
When the valve 0 is closed, a hydraulic pressure reduced by the pressure reducing valve 270 is generated in the chamber 120A of the first shift valve v1, and this causes the spool 1 of the shift valve v1 to resist the spring force of the spring 122.
21 moves to the left. By this leftward movement of the spool 121, the oil passage 307a is connected to the oil passage 305 via the oil passage 317, and when the kernel oil passage 305 is in the D4 position, the boat 70f of the manual valve Vm, the notch 71a of the spool 71, and the port 70g.
to the oil passage 304 via the port 7 when in the D3 position.
0f, annular groove 71b of spool 71;

port) 70e to the oil passages 304, and
The speed clutch C2 is engaged under pressure. Therefore, D4 or D
In the 3rd position, the first gear clutch c1 and the second gear clutch C2
are engaged under pressure. However, as shown in FIG. 1, a one-way latch co is interposed between the first speed driven gear 18 and the output shaft 16, which transmits torque only in the direction of the driving torque from the engine E. A second speed reduction ratio is established.

Next, with the solenoid 142' of the first solenoid valve 140 deenergized and the solenoid valve 140 closed, the second solenoid valve 15 is opened.
When the solenoid 152 of 0 is deenergized and the solenoid valve 150 is closed, the governor pressure Pc at that time is generated in the chamber 130A of the second shift valve v2, and the resistance force by the spring 132 and click motion mechanism 133 is suppressed by the governor. The spool 131 moves to the left and assumes the second position only when the left power generated by the pressure Pc exceeds the left power. Due to this leftward movement of the spool 131, the oil passage 305
is connected to the drain EX via the oil passage 319, and the engagement of the second speed clutch C2 is released.At the same time, the oil passage 320 is connected to the oil passage 317, which is a hydraulic pressure source, and the third speed clutch C2 is disengaged.
3 are pressed into engagement. At this time as well, the first speed clutch C1 is pressurized and engaged, but the third speed reduction ratio is established by the action of the one-way clutch Co.

Next, the solenoid 152 of the second solenoid valve 150 is held in a de-energized state, and the solenoid 14 of the first solenoid valve 140 is held in a de-energized state.
2 is energized again to open the solenoid valve 140, the spool 121 of the first shift valve v1 moves to the right and returns to the position shown, connecting the oil passage 317 to the drain EX via the oil passage 318. The engagement of the third speed clutch C3 is released, and at the same time, the oil passage 316 is connected to the hydraulic pressure source 307a, and pressure oil is supplied to the oil passage 310.

The oil passage 310 is connected to the oil passage 309 via ports 70m and 70k of the manual valve Vm when in the D4 shift position,
Fourth speed clutch C4 is engaged under pressure. At this time as well, the first speed clutch C1 is pressurized and engaged, but as described above, the reduction ratio of the fourth speed is established by the action of the one-way clutch Co. In this manner, automatic gear shifting from first to fourth gears is performed.

Each reduction ratio of these 1st speed to 4th speed and the 1st speed. The relationship between the second electromagnetic valves 140 and 150 and the respective solenoids 142 and 152 is shown in Table 1.

E-Top 1 On the other hand, hydraulic pump P discharged from regulator valve Vr
A part of the working oil pressure flows into the torque converter T through an oil passage 334 provided with a throttle 368 to increase its internal pressure and is sent to the timing valve 210 and the on-off valve 230. This timing valve 210 has chambers 210A and 210B introduced with oil pressure to be applied to a second speed clutch C2 and a fourth speed clutch C4, respectively, and a spool 211 has a second speed or fourth speed reduction ratio established. Sometimes the spring 212
The spring 212 moves to the left against the spring force of the spring 212 to reach the second switching position, and when the first or third speed reduction ratio is established.
The spool 212 is moved to the right by the spring force of
takes the switching position.

When the timing valve 210 is in either of these two switching positions, it connects the input oil passage 325 to the output oil passage 327 and also connects the drain oil passage 32 of the modulator valve 220.
1 to the drain EX, but during the transition to the reswitching position, the outlet oil passage 327 is cut off from the input oil passage 325, and the drain oil passage 321 of the modulator valve 220 is cut off from the drain EX. . The oil pressure in the output oil passage 327 of the timing valve 210 is input to the modulator valve 220, modulated, and output to its output oil passage 353. The modulator valve 220 modulates the hydraulic pressure using the governor pressure Pa and the throttle pressure Pt to create a direct coupling clutch CdO engagement force, and has oil passages 3 in the chambers 22OA and 220B, respectively.
22, 311, governor pressure Pc, throttle pressure pt
is introduced, and these two pressures and the spring force of the spring 222 move the spool 221 to the left toward the valve opening side, and the feed bank pressure of the output oil passage 326 is applied to the oil passage 326a and the throttle 372.
The governor pressure Pa is received on the left end surface of the spool 221 through
, the spool 221 is moved to the right toward the valve closing side against the throttle pressure pt and the spring force of the spring 222. As a result, a pressure proportional to the vehicle speed U and the opening degree of the throttle valve appears in the output oil passage 353.

When the pressure output from the modulator valve 220 becomes too high, the spool 221 of the modulator valve 220 moves to the right in the figure against the resultant force of the governor pressure Pa, throttle pressure Pt, and spring 222 due to feedback pressure. The pressure is drained to the drain EX via the timing valve 210. And when the gear is not changing, the timing valve 2
Drain oil passage 321 of modulator valve 220 via 10
is always connected to the drain EX, and during gear shifting, the spool 211 of the timing valve 210 is moving, and the drain oil passage 321 is shut off to the drain EX (!), and pressure oil is not drained anywhere.

The reason for doing this is that it is necessary to control the engagement force (transmission capacity) of the direct coupling clutch Cd only by the third solenoid valve 240, and to prevent the engagement force of the direct coupling clutch Cd from decreasing excessively during gear shifting. It is. That is, during a gear shift, the accumulator moves in connection with the gear shift, so that the line pressure PA decreases and the throttle pressure pt also decreases momentarily. For this reason, the spool 221 of the modulator valve 220 moves to the right in the figure, and if the drain oil passage 321 is connected to the drain EX at this time, the engagement force of the direct coupling clutch Cd itself decreases. Therefore, by interlocking with the timing valve 210 and blocking the drain oil passage 321 of the modulator valve 220 from the drain EX to prevent pressure oil from escaping anywhere, the engagement force of the direct coupling clutch Cd can be reduced during gear shifting. Deterioration can be prevented.

The pressure in the output oil passage 353 of the modulator valve 220 is
The oil is led from the port 230a of the on-off valve 230 via the oil passage 326 to the cylinder 13 of the direct coupling clutch Cd in the torque converter T via the oil passage 326. Therefore, the engagement force (transmission capacity) of the direct coupling clutch Cd is strengthened according to the vehicle speed U and the opening degree of the throttle valve when the third electromagnetic valve 240 is closed. The on-off valve 230 receives the throttle pressure Pt through the oil passage 311 in the chamber 23OA, and at the throttle pressure pt, the spool 231 moves to the left in the figure against the spring force of the spring 232 to open the input oil passage 353. It is connected to the output oil passage 326, and when there is no throttle pressure Pt, that is, when the throttle valve opening is at the idle position, the spool 231 moves to the right by the spring force of the spring 232 and is held in the position shown in the figure, draining the oil passage 326. It connects to EX and also serves to connect oil passage 325 and oil passage 501. This on-off valve 230 is connected to the direct clutch Cd when the valve opening of the throttle valve is at the idle position.
This is to release the engagement. At this idle position, the oil passage 325 and the oil passage 501 are connected, so that the amount of oil flowing into the torque converter T from the inlet boat Ta of the torque converter T increases, and the pressure inside the torque converter T increases. Since the piston 13 is pushed to the left in the figure, it is in the idle position (when the accelerator pedal is released)
Disengagement of the direct coupling clutch CdO can be reliably performed.

The third solenoid valve 240 controls opening and closing between the oil passage 326 and the drain EX to control the operating pressure of the direct coupling clutch Cd or the pressure of the piston 13, thereby controlling the clutch CdO.
It functions to control the engagement force, and when the solenoid 242 of this third solenoid valve 240 is energized and opened, the throttle 373
As a result, the oil pressure in the oil passage 326 decreases, and the engagement force (transmission capacity) of the direct coupling clutch Cd is weakened.

The solenoid 242 of this third solenoid valve 240 determines the relative actual speed ratio e between the torque converter T and the output member.
As will be described later, the electronic control unit 33 controlling the needle side controls the speed ratio e so that it falls within a reference range value. When the solenoid 242 of the third solenoid valve 240 is deenergized and the solenoid valve 240 is closed, the modulator valve 242 is closed.
The output of 0 itself becomes the engagement force of the direct coupling clutch Cd,
The output acts on the hydraulic cylinder 13 via the on-off valve 230 and the oil passage 326, and the operating pressure increases in proportion to the vehicle speed U, as shown by the solid line I in FIG. Note that in FIG. 4, the influence of the throttle pressure Pt is omitted to simplify the explanation, and the operating pressure curve shown by the solid line I is when the throttle valve opening is at idle, and when the spring 22
This is what happens when 2 is omitted.

On the other hand, when the solenoid 242 of the third solenoid valve 240 is energized and the solenoid valve 240 is open, the hydraulic cylinder 13 is Since it is opened to the drain Ex and the pressure decreases, the engagement force of the direct coupling clutch Cd becomes weak or zero, and its operating pressure has the characteristics shown by the broken line (■) in FIG. Therefore, by controlling the duty ratio of the opening time of the third electromagnetic valve 240, the operating pressure of the direct coupling clutch Cd can be created between the solid line I and the broken line ■ in FIG. 4.

In this embodiment, between the solid line I and the broken line ■ in FIG.
The duty ratio is controlled in 21 stages from 0 to 20%, of which the representative one shown in Figure 4 is on-duty ratio (hereinafter simply referred to as duty ratio) of 60%.
The working pressure when the duty ratio is 30% is shown by the solid line (■), and the solid line (■) is the working pressure when the duty ratio is 30%. In Figure 4, the chain line V
The straight line shown by indicates the internal pressure PT of the torque converter T, and the pressure difference between the operating pressure shown by the solid lines I to 2 or the broken line 2 and the internal pressure PT defines the strength of the engagement force of the direct coupling clutch CdO.

(Operation) FIGS. 5 to 7 are flow charts showing the method of the present invention,
The operation of the method of the present invention will be explained below along with this flowchart.

In FIG. 5, when the ignition switch is first turned on, the CPU of the electronic control unit 33 is initialized (
Step 1): All variables related to transmission capacity control of the direct coupling clutch Cd are set to initial values. Next step 2
Proceed to the vehicle speed detector 31, engine rotation speed detector 34,
Each input data from the gear position detector 35 etc. is read, and in step 3, the time intervals of the vehicle speed pulse signal and the engine rotation speed pulse signal respectively inputted are measured to determine the vehicle speed U,
The engine speed Ne is calculated, and the torque converter T (described later) is operated based on the vehicle speed U and the engine speed Ne.
The speed ratio e between the pump wheel 2 and the turbine wheel 4 (see FIGS. 1 and 2) is calculated (step 4).

This value e is calculated as follows.

When the turbine wheel rotation speed is N2, the speed ratio e of the torque converter T is expressed by the following equation.

- Since it is connected to the cable pulley 30 via a gear train, there is no slippage between them.If the reduction ratio between them is A and the rotation speed of the speedometer cable 30 is N3, then Rotation speed N2 of torque converter output shaft 3
is, N2=A'N3...(2)
becomes. When formula (1) is rearranged using formula (2), the speed ratio e is expressed by the following formula.

In this case, the value of the reduction ratio A may take values A1 to A4 corresponding to each of the detected speeds, that is, the reduction ratios of the first to fourth speeds.

Note that a rotation speed detector may be attached to the input shaft 3 of the auxiliary transmission M in order to determine the output side rotation speed of the torque converter T.

After calculating the speed ratio value e in step 4, the process proceeds to step 5, whereupon a control (Cd', C0NTR0L) routine for the direct coupling clutch cd shown in FIG. 6 is executed.

In FIG. 6, first, in step 1, the engine speed Ne
is larger than a predetermined rotation speed Ne3 (for example, 3.50 rpm), and if the answer is affirmative (Yes), then in the next step 2, the vehicle speed U is set to a predetermined speed U3.
(for example, 3 to 4 km/h), and if the answer is negative (NO), proceed to step 17 and turn off or close the third solenoid valve 240 to close the direct coupling clutch Cd. Increase the working oil pressure and strengthen the engagement force of the direct coupling clutch CdO. This means that the engine speed Ne is 3.50Orpm.
If the above conditions are met and the vehicle speed U is 3 to 4 km/h or less, the vehicle is running at high speed and there is no risk of problems such as vibrations occurring, but due to a malfunction in the vehicle speed detector 31, the detected speed value is an inappropriate value. Therefore, in consideration of this, the engagement force of the direct coupling clutch Cd is strengthened to suppress clutch slippage and to improve the life span and fuel efficiency of the direct coupling clutch Cd. The working oil pressure supplied to the direct coupling clutch Cd at this time is the fourth
It is held on the solid line I in the figure.

If the answer to Step 1 is negative (NO), or if the answer to Step 1 is affirmative (Yes) and the answer to Step 2 is also positive (Yes), the corresponding gear of the auxiliary transmission M is It is determined in step 3 whether or not it is in 4th gear. If the answer is affirmative (Yes), the process proceeds to step 7;
), the process proceeds to step 4, where it is determined whether the gear position is the third speed or not. If the answer to step 4 is affirmative (Yes), that is, the gear position is the third speed, the process proceeds to step 5, and if the answer is negative (no), the process proceeds to step 6.

As a result of the determination in steps 3 and 4, when the vehicle is in fourth gear, the upper limit vehicle speed U32 is changed to the predetermined vehicle speed U432 in step 7.
(for example, 85 km/h), when the vehicle is in third gear, the upper limit vehicle speed U32 is set to the designated vehicle speed U332 (for example, 40 km/h) in step 5, and when the vehicle is in second gear or lower, the upper limit vehicle speed U'32 is set to the designated vehicle speed U232 (for example, 40 km/h) in step 6. For example 3
0km/h). In this way, the upper limit vehicle speed U32 is set to U232. After setting the vehicle speed to either Um or Ua, the process proceeds to step 8, where it is determined whether or not the vehicle speed U is greater than the upper limit vehicle speed U32 set in any of steps 5 to 7, and the answer is If the result is affirmative (Yes), problems such as vibration will not occur, and the process proceeds to step 17, where the third solenoid valve 240 is closed and the engagement force of the direct coupling clutch Cd is strengthened.

If the answer to step 8 is negative (NO), that is, if the vehicle speed U is smaller than the upper limit vehicle speed U32, the process proceeds to step 9 where the vehicle speed U is set to the lower limit vehicle speed U31 (for example, 5 km/h).
Determine whether the value is greater than or not. The answer is negative (No),
That is, if the vehicle speed U is lower than the lower limit vehicle speed U3+ and is in a low vehicle speed range that requires the torque amplification function of the torque converter T, the process proceeds to step 19 and the third solenoid valve 240 is turned on, that is, opened. As a result, the operating pressure of the direct coupling clutch Cd is lowered, the engagement force of the direct coupling clutch Cd is weakened, and the function of the torque converter T is utilized. At this time, the working oil pressure supplied to the direct coupling clutch Cd changes along the broken line ■ in FIG. If the answer to step 9 is affirmative (Yes), and the vehicle speed U is greater than the lower limit vehicle speed U31, the process proceeds to the steering gear 10, and the gear position of the auxiliary transmission M is set to the fourth gear.
Determine whether the speed is high or not. If the answer to step 10 is affirmative (Yes), in step 11 the vehicle speed U
It is determined whether or not the vehicle speed is greater than a predetermined vehicle speed of 36 (for example, 58 km/h), and if the answer is affirmative (Yes), that is,
When the gear position is the fourth speed and the vehicle speed U is higher than the predetermined vehicle speed U3G, in step 13, the determination values e1 (for example, 92%), e2 (for example, 97%), ea (for example, 99. 5%) and ea (for example, 102%). The discrimination value e1 is an upper limit value of a region where the engagement force of the direct coupling clutch Cd is weak (hereinafter referred to as a weak engagement force region) and a lower limit value of a region approximated to a reference value (hereinafter referred to as a reference value approximation region). The discrimination value e2 is the upper limit value of the reference value approximation region and the lower limit value of the reference value region (target region). The discrimination value 83 is the upper limit value of the reference value region and the lower limit value of the fine adjustment region. The discrimination value e4 is the upper limit value of the fine adjustment region and the lower limit value of the region where the solenoid is turned on and the third electromagnetic valve 240 is opened (hereinafter referred to as the solenoid on region). Step 1
If the answer to question 1 is negative (NO), that is, the relevant gear is the fourth gear.
If the vehicle speed U is smaller than the predetermined vehicle speed U36, the determination value e+ (for example, 88%) is set in step 13.
e2 (e.g. 94%), e+ (e.g. 97.5%),
Set e and lI (for example, 99%), respectively.

If the answer to step 10 above is negative (NO), that is,
If the gear position is not the fourth gear, the process proceeds to step 12, where it is determined whether the gear position is the third gear. If the answer to this step 12 is affirmative (Yes), that is, when the third speed is selected, in step 15, the discrimination values e1 (for example, 88%), C2 (for example, 94%), C3 (for example, 97.
5%) and C4 (for example, 99%).

If the answer to step 12 is negative (NO), that is, if the gear position is neither 4th speed nor 3rd speed, the process moves to step 16, and the determination values e1 (for example, 88%), C
2 (e.g. 94%), C3 (e.g. 97.5%), C4
(for example, 99%).

After setting the respective discrimination values e1 to e4 in steps 13 to 16, the process proceeds to step 18, where the duty ratio control of the solenoid valve 240 (solenoid valve DUTY C) shown in FIG.
0NTR0L) routine.

Step 1 in FIG. 2. 3. In steps 7 and 7, it is determined in which region of the speed ratio range the current speed ratio e falls. First, considering that the speed ratio e changes from the bottom to the top, if the speed ratio e is in the weak engagement force region, it is difficult to determine whether the speed ratio e is larger than the discrimination value e1 in step 7. The answer is negative (No) and step 8
It is determined whether the timer period T1 has elapsed (T=0).

FIG. 8 shows the duty ratio control state when the speed ratio e passes from the weak engagement force region to the upper reference value approximation region and enters the upper reference value region. As the speed ratio e approaches the reference value region, the rate of increase in the transmission capacity of the direct coupling clutch Cd is controlled to be reduced, that is, the rate of change in the transmission capacity is controlled to be small.

When the speed ratio e is in the weak engagement force region, T1 (for example, 0
．． Every time a period of
By controlling the duty ratio of the zero valve opening time, the engagement force of the direct clutch CdO is gradually strengthened. In FIG. 7, if the answer to step 8 is affirmative (Yes), that is, when the timer period (T1) has elapsed (tl in FIG.
.

T2. and time 13) Each time, in step 9, the timer is set to the value T1, and in step 10, the variable value is set to a value (D-x+) smaller than the previous value by xl, and this is stored. The duty ratio control of the opening time of the third electromagnetic valve 240 (steps 8 to 13) is repeated again over the T1 period at the duty ratio at the stage indicated by the value. Note that step 11 is a limit check, and if the variable value becomes less than 0, problems will occur in program control. Therefore, it is determined whether the variable value is greater than the minimum D+Iim (for example, O), and the answer is In case of denial (No),
That is, when the variable value is smaller than O, the value of the variable is set to the minimum value D11im in step 12, and step 13
Move to. If the answer to step 11 is affirmative (Yes), that is, if the variable value is greater than 0, step 7 step 1
Skip step 2 and proceed to step 13.

In step 13, the value of the variable set in step 10 is stored as variable 032 for later use in special control when the speed ratio e falls within the reference value range. After this, in step 14, the solenoid 2 of the third solenoid valve 240 is
42 is set to a value corresponding to the variable value, and then returns to step 2 in FIG. 5 and executes again. Note that the electronic control device 33 maintains the same duty ratio until the duty ratio of the third solenoid valve 240 is set to a new value, and operates the third solenoid valve 2 at a constant cycle.
Repeat 40 valve openings. Here, the duty ratio of the third solenoid valve 240 refers to the ratio of the energization time to the solenoid 242 to a predetermined time (for example, 100 m5), and +D
When the 21 steps of o-D20 are set, the energization time per step is 5 ms.

In this way, when the speed ratio e is in the weak engagement force region, the engagement force of the direct coupling clutch Cd is gradually strengthened toward x1 every period T1.

Next, when the speed ratio e enters the reference value approximation region (at time t4 in FIG. 8), the answer to step 7 becomes affirmative (Yes),
In step 15, it is determined whether the timer period has elapsed.

The timer period here is when the speed ratio e is in the weak engagement force region immediately before entering the reference value approximation region, that is, t3 in FIG.
This is the value T1 set at the time. If the answer to step 15 is negative (NO), that is, unless the timer period T1 has elapsed, steps 16 to 19 are not executed and step 13 is performed.
and 14 are executed, and the third solenoid valve 240 is subsequently controlled to open at the duty ratio set in the weak engagement force region.

If the answer to step 15 is affirmative (Yes), that is,
When the timer period T1 has elapsed (at time t5 in Figure 8)
In step 16, the timer is set to the T in the weak engagement force region.
A predetermined value T2 (for example, 1 second) larger than 1 value is set, and in step 17, the variable value is set by X2 (
For example, set a value (D-x2) that is smaller by 1), memorize this, and then retry T at the duty ratio at the stage indicated by the D value.
Duty ratio control of the opening time of the third solenoid valve 240 is performed over two periods. Then, when the timer period T2 has elapsed again and the speed ratio e value is still in the reference value approximation region (
t6 in FIG. 8), steps 15 to 1 in the same way as above.
Repeat steps 9 and 13. Note that step 18
is the same as step ll.

The limit check is as follows, and the variable value is the minimum value D2
1im (for example, O), and if the answer is negative (NO), that is, if the variable value is smaller than 0, the value of the variable is set to the minimum [)21im in step 19. , proceed to step 13.

If the answer to step 18 is affirmative (Yes), that is,
If the variable value is greater than 0, the process moves to step 13 without executing step 19.

When the speed ratio e enters the reference value region at time t7 in FIG. 8, the answer to the determination as to whether the speed ratio e is greater than the discrimination value e2 in step 3 becomes affirmative (Yes), which will be described later in step 20. The flag F1 is set to O, and the process proceeds to step 21, where it is determined whether or not a flag F3, which will also be described later, is set to 1.

When the speed ratio e enters the reference value region from a smaller value, flags F2 and F3 are both set to 0 (
Steps 5 and 6), the answer to step 21 is negative (N
o), and the answer to the question of whether flag F2 is set to 1 in the next step 24 is also negative (No), in which case the process moves to step 26 and it is judged whether or not the timer period has elapsed. The timer period here is the value T2 set when the speed ratio e is in the reference value approximation region, that is, at time t6 in FIG. The answer to step 26 is negative (N
o), that is, step 27 until the timer period T2 has elapsed.
Steps 41 to 4 described below without performing steps 41 and 28
Step 6 is followed by step 14, and the third solenoid valve 240 is subsequently controlled to open at the duty ratio set in the reference value approximation region.

If the answer to step 25 is affirmative (Yes), that is,
When the timer period T2 has elapsed (at time t8 in FIG. 8),
In step 27, a unique value when the speed ratio e is in the reference value region, that is, the value T3 (for example, 2 seconds) is set in the timer again in step 27, and in step 28, it is stored as the variable value D32 in step 13 in the previous loop. The value set when the speed ratio e is in the reference value approximation region immediately before entering the reference value region (time t6 in FIG. 8) is set as is. In this way, if the speed ratio e falls within the reference value region,
The third solenoid valve uses the value set just before entering the reference value area (time t6 in Figure 8) without rewriting the value of the variable until the timer period T3 has elapsed (time t9 in Figure 8). The valve opening time of 240 is duty-controlled. Even after time 9, the transmission capacity of the direct coupling clutch Cd is controlled not to be changed as long as the speed ratio e is within the reference value range.

FIG. 9 shows a duty ratio control state using a method different from that in FIG. 8 in duty ratio control when the speed ratio e enters the reference value region from the weak engagement force region through the reference value approximation region as in FIG. 8. . That is, in the case of FIG. 8, xl and x2
By keeping the same value and varying the values of Ti, T2, and T3, the rate of change over time of the speed ratio e becomes smaller as the speed ratio e approaches the reference value region. In this case, by setting the values of TI, T2, and T3 to be the same, and making the values of xl and x2 different, the speed ratio e approaches the reference value region (accordingly, the time rate of change of the speed ratio e is reduced). It is something.

Figure 10 shows the duty ratio control state when the speed ratio e exceeds the reference value region, enters the fine adjustment region above the reference value region, and returns to the reference value region again without exceeding the fine adjustment region. shows. In this case, if the speed ratio e enters the reference value region from below, the values of all the flags F+, F2, and F are O. Therefore, the speed ratio e increases from the 100 point of (al) in FIG.
When the speed ratio e exceeds the reference value region and enters the fine adjustment region directly above it at time t, the speed ratio e at step 2 in FIG. 7 becomes the discriminant value e3.
The answer to the determination as to whether it is greater than or not is affirmative (Yes), and the process proceeds to step 29, where the flag F1 is set to 1, and then the process proceeds to step 30. In step 30, the flag F
2 is O or not, but since this flag F2 is still set to O, the answer to the judgment is affirmative (Yes), and the process moves to step 31 where the flag F2 is set to O.
Set 1 to 2.

Next, in step 32, the variable 032 is set as the variable value D33.
Store the value of . This D32 value is the D value used when the speed ratio e is within the reference value region, that is, the D value used in step 28.
This is the same as the D value set in . Incidentally, FIG. 10 shows various temporal changes in variables D32 and D33 together with changes in the speed ratio e. In this case, for various variables such as variables, only the increase/decrease values thereof are shown based on the value set when the speed ratio e value is in the reference value region. Then step 3
In step 3, a predetermined value T4 (for example, 0.4 seconds) is set in the timer, and in step 34, the variable value used for the current control is set to the value obtained by adding X6 (for example, 6) to D33 used for the previous control. Thereafter, through steps 41 to 46 and 14, which will be described later, the process returns to step 2 in FIG. 5 and is re-executed.

What should be noted here is that when the speed ratio e is in the reference value region just before entering the fine adjustment region, that is, (a
The timer period -T3 set at time tlo of l does not time out until time 1111, but the timer is immediately set to time T4 at time t11 when the speed ratio e reaches the discrimination value e3, that is, the lower limit value of the fine adjustment region. In step 33), control is repeated using the value of D set in step 34 until the PAT4 period has elapsed. When step 3° is reached through such repetition, the flag F2 was set to 1 at step 31 in the previous loop, so the answer to step 3° is negative (No) and the process moves to step 35, and the timer period T4 is Since the time has not yet expired, the answer to the determination as to whether or not the timer period has elapsed in step 35 is negative (No), and in step 36, x is set to the D33 value set in step 32 as the variable value D32.
The value obtained by adding 3 (for example, 1) is stored. Since the value D32 was set as the variable value D33 in step 32 in the previous loop, if the value set when the speed ratio e is in the reference value region is Do, then the value newly stored as the D32 value is this value.

It is equal to the value obtained by adding X3 to

Before the speed ratio e passes the timer period T4, that is,
At time tj2, it returns to the reference value area again, and if it is successful, the answer in step 3 becomes affirmative (Yes), and the process returns to step 20.
Step 21 sets flag F1 to 0, and the next step 21 is
In this case, since the flag F3 remains set to O, the process passes through the process and moves to step 24. Since the flag F2 was set to 1 in step 31, the answer to step 24 is affirmative (Yes), and the process moves to step 25, where the flag F2 is set to 1.
2 to 0.

Then, the process skips step 26 and moves to step 27, where the predetermined value T3 is set in the timer. That is, skipping step 26 and proceeding to step 27 means that the timer is reset as soon as the speed ratio e returns to the reference value range.

Next, in step 28, the value D32 stored in step 36 in the previous loop is set as the variable value, and the duty ratio of the opening time of the third electromagnetic valve 240 is controlled at the duty ratio of the stage indicated by the value D'32.

Even at time t13, when the speed ratio e has exceeded the timer period T, as long as it is within the reference value range, the T3 value is set in the timer again (step 27), and the D value remains unchanged from time N4 onwards. Same value D32 (step 28
) to control the duty ratio.

In the case of (a) in Fig. 10, the speed ratio e exceeds the reference value region and enters the fine adjustment region for a short period of time (period shorter than the timer period T4).
This is the case when only one person enters. In other words, since the speed ratio e has entered the fine adjustment region, as a result of correction with a large value x6 at time t11, the timer period T4 does not elapse at t1.
The fact that it immediately returned to the reference value area at time 2 means that the x6 value is too large.Therefore, at time t+2 when it returned to the reference value area, it returned to the reference value area immediately before exceeding the reference value area, that is, at time tio. By controlling the duty ratio using a value obtained by adding a small correction value x3 to the set variable value, the speed ratio e is maintained in the reference value region.

In the case of (bl in Fig. 10), the speed ratio e has increased from the time tis, exceeded the reference value region, and entered the fine adjustment region, so correction was applied with a large value of x6 at the time t18. , it does not immediately return to the reference value area but stays in the fine adjustment area for a long time.
This is a case where the timer remains (for a time longer than the timer period T4). In this case, immediately before exceeding the reference value area and entering the fine adjustment area, the time period during which the speed ratio e value remains in the fine adjustment area is determined by adding the x6 value to the D value set at time t15. The speed ratio e is maintained in the reference value region by controlling the duty ratio using a value added according to the speed ratio.

Therefore, in the case of (b) in FIG. 10, steps 29 to 34 are respectively executed at the time t16 as in the case of the 1++ time point in (al) in FIG.
"Until time point 1 is reached, the steps 29.30.3
5 and 36 are executed, respectively. Then, when the time point t11 is reached, the timer period T1 is time-amplified for the first time, so that the answer to step 35 becomes affirmative (Yes).
The process moves to step 37, and the flag F3 is set to 1, and then, in step 38, the value used in the previous loop is stored in D33 as a variable value. Then, in step 39, the timer is set to the T4 value again, and in step 40, the D value is set to the value x3.
(for example, l) is set. and t1
Steps 29, 30, 35, and 36 are executed again until the timer period T4 times up at the point in time, and in step 36, the value x3 is converted to the D33 value as the 032 value.
The value added is memorized. If the speed ratio e is still in the fine adjustment region at the time tte, step 37 is performed in the same manner as above.
．． 38 respectively. Execution of steps 37 and 38 means that the D33 value is updated to a value obtained by adding the value x3, and in step 40, the D value is further updated with the value x3.
By adding 3, the duty value increases again,
Duty ratio control is repeated with this value. And t19
At this point, when the speed ratio e returns to the reference value region, steps 20 and 21 are executed. The answer to step 21 is affirmative (Yes) because flag F3 was set to 1 in step 37.
), the flag F3 is set to O in step 22, the flag F2 is set to O in step 23, the process skips step 24 and proceeds to step 26, where it is determined whether or not the timer period T4 has timed out. Skipping step 24, ie, not determining flag F2, means that the speed ratio e is changing slowly. If the speed ratio e is changing warmly, the duty value set in the previous loop is used as is. That is, it waits until the timer period T4 elapses, that is, until time t1919, and then performs duty control using the duty value set in the previous loop as is. Then, when the time point t"19 is reached, the answer to step 26 becomes affirmative (Yes),
In step 27, the timer is set to the T3 value, and in step 28, the variable value is set to D32. This D32 value is the value set immediately before the fine adjustment area set in step 36 is extracted.

In this way, when the speed ratio e returns to the reference value region, duty ratio control is continued based on the variable value, and as long as the speed ratio e remains within the reference value region, that value is maintained even after time t20. Control duty ratio.

FIG. 11 shows the control state when the speed ratio e goes from the reference value region to the fine adjustment region, enters the solenoid ON region, and then returns to the reference value region again.

Note that FIG. 11 shows a state in which the speed ratio e is in a range larger than the discrimination value e4, that is, in the solenoid ON region.

FIG. 11(a) shows the case where the speed ratio e passes through the fine adjustment region in a short time and enters the region where the solenoid is turned on.
FIG. 11(b) shows the case where the speed ratio e takes a long time to pass through the fine adjustment region and enters the region where the solenoid is turned on. In both cases (111, (b) in Fig. 11), the speed ratio e approaches the upper limit value 1.0 (en), so there is a risk of car body vibration, so the duty ratio is the highest, D20.
(The solenoid 242 of the third solenoid valve 240 is turned on to open the solenoid valve 240.) However, when the speed ratio e returns from the solenoid on region to the @mm region again, the duty value is In Figure 11, (al is set to a larger value than (bl).

That is, in (al) of FIG. 11, when the speed ratio e increases from time t29 and enters the fine adjustment region at time t3o, the answer to step 2 of FIG. 7 becomes affirmative (Yes) and the first
Steps 29 to 34 are respectively executed in the same manner as explained in FIG. At this time, the D value and D33 value are +X6 (for example, 4) and +0, respectively, with respect to the previous value.

And in the next loop steps 29, 30, 35 and 36
are executed, and in step 36, the D33 value is set to the value x+
The value obtained by adding (for example, 1) is stored as the D32 value. At this time, flag F3 remains at 0. In this state, if the speed ratio e exceeds the fine adjustment range before the timer period '4 elapses (at time t31), the determination as to whether the speed ratio e in step 1 in FIG. The answer is affirmative (Yes), and the process moves to step 47, where flag F2 is set to 1, and in step 48, it is determined whether flag F3 is set to 1. As mentioned above, flag Fl remains O. Since the speed ratio e has left the fine adjustment region and entered the solenoid ON region, the answer to step 48 is negative (N
o), move to step 5o and set the value XS to the D33 value.
(For example, 6) is added and the value is stored as the D value. Next, in step 51, it is determined (limit check) whether the D value is larger than the DFO value (=20). If the answer is affirmative (Yes), the D value is set to the value DFO in step 52 and the process moves to step 53. If the answer is negative (No), step 52 is skipped and the process moves to step 53. In step 53, the D value set in step 51 (for example, +6)
is stored as the D32 value, and the timer is set to O in step 54. In step 55, the solenoid 242 of the third solenoid valve 240 is turned on to keep the solenoid valve 240 open, while in step 56 the electronic control is turned on. The valve opening duty ratio control of the third electromagnetic valve 240 by the device 33 is stopped, and the process returns to step 2 in FIG. 5 again.

When the speed ratio e enters the fine adjustment region again at time t32 of (al in FIG. 11), the answer to step 2 in FIG. The answer to 30 is negative because flag F2 was set to 1 in step 47 of the previous loop.
Proceed to step 35.

The answer to step 35 is affirmative (Yes) because the timer was set to O in step 54 of the previous loop.
In step 37, the flag F3 is set to 1, and in the next step 38, the D value (+x5, ie, +6) is stored as the D33 value. Then, in step 39, the timer is set to the predetermined value T.
,! +, and in step 4°, set the value of D+x3 (i.e. +
6+1=+7) is stored as a new value, and in step 36 of the next loop, the value of D33+x3 (i.e. +5+l=+
7) is stored as a D32 value.

Thereafter, at time t33, the speed ratio e continues to enter the fine adjustment region, so steps 29, 30°35.3
Execute steps 7 to 40, respectively. D value (+7) in step 38
is stored as a D33 value, and in step 40, the value of D+x3 (+8) is stored as a D value. Then, the answer to step 35 becomes negative (No) again, and the process moves to step 36.
The value of D33+X-1 (+8) is stored as the D32 value. Next, when the speed ratio e enters the reference value region at L'33,
It is controlled by the same effect as the time ti9 to t°19 in FIG. Control duty ratio.

In the case of (bl in FIG. 11), when the speed ratio e enters the fine adjustment region at time t 35, steps 29 to 34 in FIG. Then, in step 32, D32, that is, ±O, and in step 34, D3
The value of 3+X6 (+4) is stored as the D value, and in step 36 of the next loop, D33+X3 (+1) is stored as the 032 value. Since the speed ratio e is still in the fine adjustment region at time t3B after the T4 period has elapsed, step 29,
30. Execute steps 35 and 37 respectively, store the D value (+4) as the D33 value in the next step 38, and step 39.
40 respectively, and in step 40 the value of D+x3 (
+5) is stored as the D value.

And t3? At this point, when the speed ratio e leaves the fine adjustment region and enters the solenoid ON region, the answer to step 1 in FIG. 7 becomes affirmative (Yes), and steps 47 and 48 are executed, respectively. In this case, since the speed ratio e was in the fine adjustment region from time t35 until time t37 in the middle of the next T4 period after the first T4 period elapsed, the state of change in the speed ratio e is gradual. , flag F3 is set to 1. Therefore, the answer to step 48 is affirmative (Yes).
), the process moves to step 49 and sets the value of D33+X4, that is, +5, as the D value, and then executes step 52. If the answer is affirmative (Yes), the process moves to step 53; If so, the process skips step 52 and moves to step 53. In step 53, the D value set in step 49, that is, +5, is stored as the D32 value,
Thereafter, steps 53 to 56 are executed, respectively, and the process returns to step 2 in FIG. 5 to be executed again.

Then, when the speed ratio e enters the fine adjustment region again at time t38, steps 29, 30, 35 and 37 are executed, respectively.
In the next step 38, set the D value (D33+X4=+5) to D3
Store as 3 values. Next, in step 40, the D value is set to [
)33+x3=+5 is stored as the D32 value.

Thereafter, when the speed ratio e enters the reference value region at time t3B before the T4 period has elapsed, as shown in FIG.
Control is performed in the same way as at time i3, and the duty ratio is controlled from time t40 to time t41, and thereafter, as long as the speed ratio e is within the reference value range, the duty ratio is controlled without changing the value of D.

Note that F1=1 in step 4 in FIG. 7 means that the speed ratio e once enters the fine adjustment region from the reference value region, and the speed ratio e in the next loop passes through the reference value region and changes to the lower coefficient. When entering the weak resultant force region, that is, when the speed ratio e changes rapidly, the flag F1 is set to 1, which means that control should be performed using the D value set in the previous fine adjustment region.

Also, steps 41 to 46 are remint checks, and D
If the various values of 32 and D33 are larger than the DFO value (for example, 20), these various values are respectively rewritten to the value DFO.

In addition, although the above embodiment describes the case where a fluid torque converter T is employed as the fluid power transmission device, the present invention is applicable to any automatic transmission for a vehicle that is equipped with other types of fluid couplings, etc. It is.

Further, the predetermined parameter representing the relative slippage amount of the human body and the output member of the fluid power transmission device may be the difference between the respective rotational speeds of the human body and the output member.

(Effects of the Invention) As detailed above, according to the direct coupling mechanism control method for a hydraulic power transmission device for an automatic transmission for a vehicle according to the present invention, the input member of a fluid power transmission device having an input member and an output member. A first predetermined parameter value representative of the rotational speed and a second predetermined parameter value representative of the rotational speed of the output member are detected, and the calculated value is calculated based on these first and second predetermined parameter values. a direct coupling mechanism that mechanically engages the input and output members such that a third predetermined parameter value representing the relative slip amount of the input and output members falls within a predetermined reference range value set in advance; In a direct coupling mechanism control method for a fluid power transmission device of a vehicle automatic transmission that variably controls transmission capacity, the second predetermined parameter value is equal to or less than a predetermined value and the first predetermined parameter value is at least the stall rotation speed. When this is the case, the transmission capacity is maximized.

Therefore, even if the vehicle speed detector fails, the direct coupling mechanism can be kept in an operating state when there is no risk of problems such as vibrations occurring even if the direct coupling mechanism is operated due to the driving condition of the vehicle. This has the effect of reducing the increase in driving noise and providing a comfortable driving feeling.

[Brief explanation of drawings]

Fig. 1 is a schematic diagram of an automatic transmission for a vehicle to which the direct coupling mechanism control method of the present invention is applied, Fig. 2 is a hydraulic control circuit diagram of the automatic transmission for the same vehicle, and Fig. 3 is a diagram of the direct coupling clutch of Fig. 2. An exploded view of the main parts, Fig. 4 is a graph showing the relationship between the working oil pressure of the direct coupling clutch and vehicle speed, Fig. 5 is a main flowchart showing the control procedure for the working oil pressure (transmission capacity) of the direct coupling clutch, and Fig. 6 is a graph showing the relationship between the working oil pressure of the direct coupling clutch and the vehicle speed. FIG. 7 is a sub-flowchart showing the control procedure carried out in step 5 of FIG. 6. FIG. 8 is a sub-flowchart showing the control procedure carried out in step 17 of FIG. Different,
A graph showing the relationship between speed ratio and duty ratio in control when the speed ratio enters the reference value region from the weak engagement force region through the reference value approximation region. 10 is a graph showing the relationship between the speed ratio and duty ratio in control when the speed ratio goes from the weak engagement force region through the reference value approximation region and enters the reference value region with the same speed ratio. FIG. 11 is a graph showing the relationship between the speed ratio and the duty ratio in control when the fine adjustment region exceeds the reference value region and returns to the reference value region again without exceeding the fine adjustment region. 7 is a graph showing the relationship between the speed ratio and the duty ratio in control when the speed ratio returns from the reference value region to the fine adjustment region to turn on the solenoid and then returns to the reference value region. T...Torque converter (hydraulic power transmission device), 2
...Pump impeller (input member), 4...Turbine impeller (output member), Cd...Direct coupling clutch (direct coupling mechanism)
, 31...Vehicle speed detector. Applicant Honda Motor Co., Ltd. Agent Patent Attorney Toshihiko Watanabe 'A3 Figure 65

Claims (1)

[Scope of Claims] 1. A first predetermined parameter value representing the rotational speed of the input member of a hydraulic power transmission device having an input member and an output member, and a second predetermined parameter value representing the rotational speed of the output member. a predetermined parameter value, and a third predetermined parameter value representing a relative slip amount of the input and output members calculated based on the first and second predetermined parameter values is set in advance. In a method for controlling a direct coupling mechanism of a hydraulic power transmission device for an automatic transmission for a vehicle, the transmission capacity of the direct coupling mechanism that mechanically engages the input and output members is variably controlled so that the value falls within a predetermined reference range. , wherein the transmission capacity is maximized when the second predetermined parameter value is less than or equal to a predetermined value and the first predetermined parameter value is at least a stall rotation speed. Direct connection mechanism control method for fluid power transmission device. 2. The fluid power transmission device for an automatic transmission for a vehicle according to claim 1, wherein the third predetermined parameter is a ratio of the respective rotational speeds of the input member and the output member. Directly coupled mechanism control method. 3. The fluid power transmission device for an automatic transmission for a vehicle according to claim 1, wherein the third predetermined parameter is a difference between the rotational speeds of the input member and the output member. Directly coupled mechanism control method.