JPS62204060A - Direct coupling mechanism control method for fluid type power transmission of automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To enhance the driving characteristics by determining the transmission capacity on the basis of comparison of the measurement of a specific parameter with the specified reference range value, and by conducting the control of change of the same in the condition lying within a specified range of throttle valve opening. CONSTITUTION:The transmission capacity of a direct coupling clutch Cd for a certain period of time to be carried out from now is determined on the basis of comparison of the measurement of a specific parameter with the specified reference range value, and control for change of the transmission capacity is conducted in the condition lying within a certain range of throttle valve opening to be set according to the car operating condition. Thereby the change control of the transmission capacity can be activated only under the operating condition where the car requires originally the change control of the transmission capacity, and thus locking is provided when throttle valve is fully opened and, further, the function of torque converter T can be utilized when the throttle valve opening is in idling degree, which should lead to obtainment of favorable driving conditions.

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 fluid slippage loss in the torque converter, and the engine rotational speed increases by the amount of fluid slippage, making the engine noisy and lacking in quietness.

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 since it can obtain favorable effects from improving power transmission characteristics and fuel efficiency, the direct-coupling mechanism is operated from as low a speed range as possible. It is desirable to do so. However, if the torque converter is completely directly connected in the low-speed operating range where the engine speed is also low, there are drawbacks such as large fluctuations in engine torque, which may cause vibration and noise in the vehicle body, or deteriorate driving performance. .

Therefore, instead of directly connecting the torque converter in such a low-speed operating range, for example, the rotational speed of the input member and output member of the torque converter should be Calculate the ratio e or slip ratio (=1-〇), etc., and in the above low-speed operation range, the rotation speed ratio e is 1 or the slip ratio is 0.
To control the transmission capacity of the direct coupling mechanism by adopting the optimum transmission capacity from among the plurality of transmission capacities (engaging forces) of the direct coupling mechanism while feeding back the actual measured value of the rotational speed ratio e1 or slip ratio so as not to cause is possible.

However, when such a control method is implemented, the following problems occur. For example, in the embodiment of the present invention described later, the transmission capacity when the electromagnetic valve that controls the transmission capacity is off, that is, when the valve is closed (the transmission capacity is the maximum capacity of the control system).

) is set to a relatively specific category, the control is performed smoothly and no vibration or noise is generated in the vehicle body, but fuel efficiency deteriorates.On the other hand, in order to improve fuel efficiency, the transmission capacity is set to a relatively low level. When set relatively strongly, the rotation speed ratio e sometimes becomes 1.
, or the slip ratio approaches O, or the rotational speed ratio e=1 or the slip ratio becomes 0 instantaneously, causing vibrations and noise in the vehicle body.

No matter how electronic control technology is, calculating the rotational speed ratio e or slip ratio takes a certain amount of time, including data sampling time, and the feedback system includes mechanical parts such as hydraulic equipment 1. Therefore, there is a physical limit to the response time of the control system that cannot be accelerated beyond a certain value, whereas if the transfer capacity is set strongly, the response time will be increased in the direction of direct connection (increase in transfer capacity). As the transition speed increases, a delay occurs in control and the rotational speed ratio e or slip ratio exceeds the reference range value,
Reflecting this result, control will then begin to reduce the transmission capacity more than necessary in order to return it to the reference range value.
The rotational speed ratio e or the slip ratio decreases significantly again and becomes below the reference range value, which is repeated, and in the worst case, it diverges.

Note that if the response time of the entire control system is shortened, there is no risk of the above-mentioned problem occurring even when the transmission capacity is set to be strong, but in reality, there is a limit to the shortening of the response time.

(Object of the Invention) The present invention has been made in view of the above circumstances, and is an operating range in which it is necessary to accurately control the transmission capacity without causing divergence even when the transmission capacity of the direct coupling mechanism is set to be strong. We control this to the optimum value to suppress vehicle body vibration and noise, as well as improve fuel efficiency and power transmission characteristics.
Another object of the present invention is to provide a direct-coupling mechanism control method for a fluid power transmission device of an automatic transmission for a vehicle, which allows an extremely smooth and comfortable driving feeling to be obtained.

(Means for solving the problem) In order to solve the above-mentioned problem, in the present invention, a predetermined parameter value representing the relative slip amount of the output member of the hydraulic power transmission device is set in advance. In the 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. The measured value of the predetermined parameter value is compared with the predetermined reference range value, and the transmission capacity for the predetermined period to be implemented from now on is determined based on the comparison result, and the variable control thereof is determined according to the driving condition of the vehicle. This is executed when the throttle is within a predetermined throttle range.

(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 an 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 device Df. The diameter of the left and right drive wheels w, w'
and drive them.

The torque converter T has 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 is relatively rotatable on a human power 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 1c (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 wing wheels 2 and 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. As shown in FIG. 3, the roller 14 rotates in the direction opposite to the previous rotation, causing a relative axial displacement of the members 9 and 11 to separate them from each other. give. the result,
The clutch roller 14 is released from being wedged between the two conical surfaces 8 and 10, and enters an idling state. The transmission of the reverse load from the turbine wheel 4 to the pump wheel 2 therefore 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 3.16. The first gear train G1 has a drive gear 17 connected to the input shaft 3 via a first gear notch C1, and a one-way latch C that meshes with the gear 17 and connects to the output shaft 16.

and a driven gear 18 that can be connected via. The second speed gear train G2 consists of a driving gear 19 that can be connected to the input shaft 3 via a second speed clutch C2, 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 consists of a driving gear 21 fixed to the input shaft 3, 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. 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 Qr includes a driving gear 25 provided integrally with the driving gear 23 of the fourth speed gear train G4, a driven gear 26 connected to the output shaft 16 via the switching clutch Cs, and both gears 25. .26 and an idle gear 27 that meshes with the gear. The switching clutch C3 is connected to the driven gear 24 of the fourth speed gear train G4 and the idle gear 27.
By shifting the selector sleeve S of the clutch Cs to the forward position on the left or the reverse position on the right in FIG.
7 can be selectively coupled to the output shaft 16. One-way clutch CO transmits only drive torque from engine E to drive wheels w, w', and does not transmit torque in the opposite direction.

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 output shaft 1 is connected from the input shaft 3 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 from 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 applied.

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

90b, the port 70c is further connected to the manual valve Vm bow) 70d through the oil passage 303, the inlet port 270a of the pressure reducing valve 270, and the port 100a of the throttle valve Vt, and the port 70e is connected to the manual valve Vm through the oil passage 304. Port 70g, port 210d of timing valve 210, first
and a port 170a of an accumulator 170 and a second speed clutch C2, respectively. Further, the port 70f of the manual valve Vm is connected to the second shift valve ■ 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. Acid oil road 31
Two inlet ports 400a and 400b of a flow rate regulating valve 400 are connected to one outlet port 400d of the flow regulating valve 400 through an oil passage 307 provided with a throttle 369.
is connected to the ball l- of the first shift valve v1 via the oil passage 307a.
120b. A throttle 370 is interposed between the first inlet boat 400a of the flow M 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 308, and port 210 of timing valve 210 is connected to bow 1-70 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 through the oil passage 310 to the boat 70n1 of the manual valve Vm and the second shift valve v
2 port 130d.

and 160b of the first control valve 160, respectively. Oil passage 310 and second shift valve v2 bow) 130
A throttle 356 and a one-way valve 381 are arranged in parallel with each other between the valve and the valve d.

Ports 100b and 10 of throttle opening responsive valve Vt
0c is connected to each of the first to third accumulators 170, 190, 180 (170b, 190b) through the oil passage 311.
, 180b, port 220f of modulator valve 220,
Port 230c of on-off valve 230, flow rate adjustment valve 40
0 port 400c, port 16 of the first control valve 160
0a, and the port 200a of the second control valve 200, respectively, and the port 100b of the throttle opening responsive valve Vt.
A throttle 352 is interposed between the oil passage 311 and the oil passage 311 . The port 100d of the throttle opening response valve Vt is connected to the port 130g of the second shift valve 2 and the drain EX through an oil passage 312, and a throttle 353 is interposed between the oil passage 312 and the drain EX. be done. The bow) 110a of the third control valve 110 is connected to the first shift valve v1 via an oil passage 315.
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 ■ 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 port 200C of the second control valve 200 and the drain EX via an oil passage 319, and a throttle 357 is connected between the oil passage 319 and the drain EX.
is interposed. The second shift valve ■2's bow) 130f is connected to the port 200 of the second control valve 200 through an oil passage 320 in which a throttle 358 and a one-way valve 382 are connected in parallel.
0 b, port 180a of third accumulator 180
and third speed clutch C3. In addition, the second
A throttle 356a is interposed in one of the two EX ports of the shift valve (2).

The port 12Of of the first shift valve 1 is connected to the inlet port 40a of the first solenoid valve 140 through an oil passage 340, and the oil passage 340 is connected to the pressure reducing valve 270 through an oil passage 341 provided with a throttle 361. is connected to the outlet port 270b of the. Second
The port 130h of the shift valve ■2 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 32 via a throttle 362.
This oil passage 322 is connected to the outlet port 80b of the governor valve g.

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 spring force of the springs 143, 153 closes the inlet ports 140a, 150a, and the solenoid 14
2. When 152 is biased (on), it is attracted against the spring force and the large bow) 140a.

150a is opened. That is, the first and second solenoid valves 14
0.150 is closed when the solenoid 142.152 is deenergized and opened when it is energized.

The outlet boat 60C of the regulator valve Vr is connected to the port 210a of the timing valve 210 and the ON-
They are connected to bows 1-230d of off valve 230, respectively. The port 210b of the timing valve 210 has a throttle 37 in the middle.
The port 210c is connected to the port 220a of the modulator valve 220 via an oil path 327, and the port 210c is connected to the port 220a of the modulator valve 220 via an oil path 327.
10f are respectively connected to the oil passage 501 via an oil passage 501a having a throttle 375 in the middle. Modulator valve 220
The port 220b is connected to the oil passage 326 through an oil passage 326a provided with a throttle 372 in the middle.
C is connected to the port 230b of the on-off valve 230 via an oil passage 353 having a throttle 373 in the middle, and port 220e is connected to an oil passage 322 having a throttle 366a in the middle. Port 230a of on-off valve 230 is connected to oil passage 326
In addition, the port 230e is an oil passage 5 with a throttle 374 in the middle.
It is connected to the oil passage 334 via 01.

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 closes the inlet port 2.
40a, and when the solenoid 242 is energized (on), it is attracted against the spring force and opens the inlet port 1240a. That is, the third solenoid valve 240 is closed when the solenoid 242 is deenergized, and opened when the solenoid 242 is energized.

The port Ta of the torque converter T is connected to the oil path 325 through the oil path 334 provided with the throttle 368, the port Tb is connected to the oil path 326, and the port Tc is connected to the pressure holding valve 2 through the oil path 335.
50 inlet port 250a. This pressure holding valve 2
The pilot pressure introduction port 250b of No. 50 is connected to the upstream side of the throttle 366a of the oil passage 322 via the oil passage 336, and the outlet boat 250c is connected to the drain EX via the oil passage 337 and the oil cooler 260, respectively. 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 unit 33 operates according to a predetermined gear shift map based on input signals from the vehicle speed detector V1131, the engine rotation speed detector 34, the gear position detector 35, etc.
The first and 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 results, the engagement force (transmission capacity M
) and controls the third solenoid valve 240 to control the engagement force of the direct coupling clutch Cd.

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

The hydraulic pump P sucks and pressurizes the hydraulic oil in the oil tank R, pressurizes it to a predetermined pressure (hereinafter referred to as line pressure Pβ) with the regulator valve Vr, and then pumps it to the oil path 300. The stator arm 5b (first
When the reaction force of the stator wheel 5 of the torque converter T exceeds a predetermined value, the spring 62 is compressed to increase the discharge pressure of the hydraulic pump P. 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, The oil is returned to tank R via oil cooler 260. 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 Pc, and the internal pressure of the torque converter T is released to the oil tank R. In other words, the pressure holding valve 250 works to lower the internal pressure of the torque converter T in proportion to the vehicle speed U, and since its spool 251 is operated by the differential pressure with the governor pressure Pc, the transmission capacity of the direct coupling clutch Cd increases. The maximum transmission capacity of the direct coupling clutch Cd is increased on the 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 port 70b connected to the oil passage 300 is blocked by the spool 71 of the manual valve Vm, and the other ports 70a, 7Qc to 70n are all connected to the drain EX. The four clutches C1 to C4 of the first to fourth speeds are all disengaged.

Therefore, 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 PN in its spring chamber 92, and the spool 91 also receives the line pressure PN 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.
In engagement with s, 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 blank.
70m? 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 the On. 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 port 10 is moved to the left.
0a to the open side, the output pressure of 100c is applied to the port 100c via the throttle 352, and the spool 101 is moved to the right to drive the port 100a to the closing side, and the output oil path 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 to continuously throttle the communication between the port 100d and the drain EX, and when moving down from the 3rd speed (3RD) to the 2nd speed (2ND). Alleviates gear shift shock.

Cam 113 of third control valve 11O 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 port 110a and the drain EX, and Alleviates the shift shock when kicking down from TOP to 3RD. Further, the throttle pressure pt is applied to the port of the flow rate regulating valve 400 via the oil passage 311.
400c to control the valve 400. That is, when the flow rate adjustment valve 400 is in the illustrated state, the flow rate adjustment valve 400 is connected from the oil passage 307 through only the first inlet port 400a provided with the throttle 370, and from the outlet boat 400d through the oil passage 307a to the port of the first shift valve v1. 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, thereby By increasing the amount of pressure oil supplied from the outlet bow 1-400d to the oil passage 307a, both clutches are engaged when the throttle valve opening is small (the two clutches are engaged together, and energy is consumed in both clutches). In order to prevent this, the system prevents the next clutch from being engaged until one clutch is completely disengaged, such as when shifting up when the accelerator is released. It alleviates the shock of downshifting when driving and stopping.

The oil discharged from the hydraulic pump P is at the inlet port of the governor valve Vg) 80a.
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. (hereinafter referred to as governor pressure PG).

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 (1) is shifted to the first position by the spring 122. The first shift valve ■1 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.
The hydraulic pressure reduced to a pressure lower than R- allows the oil pressure to be moved to the left against the spring force of the spring 122 to take the second position.
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, and therefore 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 V2 has a spring 1
32 to the first position. This shift valve■2
The oil passage 322, the throttle 362, and the oil passage 322a are located in the chamber 130A where the right end surface of the spool 131 faces from 130h.
Due to the governor pressure Pc introduced through the drain EX, it can be moved to the left against the spring force of the spring 132 to take the second position, and when it is in the second position, the output port 130d is disconnected from the drain EX and the input The output oil passage 305 is connected to the drain EX via the oil passage 319, and the remaining output oil passage 320 is separated from the oil passage 312 and the input oil passage 3 is connected to the oil passage 316.
Switch connection to 17.

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

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 oil pressurized by the hydraulic pump P is sent to the governor valve Vg, where the pressure is regulated as a signal pressure proportional to the vehicle speed U, and the second shift is started. It is guided to the chamber 130A of the valve ■2, and the pressure is reduced by the pressure reducing valve 270, and the pressure is reduced to the chamber 120 of the first shift valve ■1.
Guided by A. Manual valve Vm is D4 (or D3)
In order to maintain these two shift valves Vl, V2 in the first switching position shown when in position, two solenoid valves 140, 15 are used.
It is sufficient to energize both the solenoids 142 and 152 of No. 0 to open the valves. As a result, the clutches C2 to C4 of the second to fourth speeds are not pressurized, and the first speed clutch C1 is not pressurized.
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 the second solenoid valve 150 is controlled via the throttle 362.
The loss flow rate of the pressure oil discarded from the tank R to the oil tank R is also reduced accordingly, which is economical. This point is when stalled (vehicle speed = 0)
The pressure of the entire system is reduced to the normal pressure level (such as when starting a car).
This is particularly advantageous if the line pressure Pl) has to be maintained considerably higher.

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 valve 0 is closed, 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 12 of the shift valve v1 to resist the spring force of the spring 122.
1 moves to the left. Due to this leftward movement of the spool 121, the oil path 3
07a is connected to the oil passage 305 via the oil passage 317, and the oil passage 305 is connected to the bow of the manual valve Vm when in the D4 position.
70f, into the oil passage 304 via the notch 71a of the spool 71 and the boat 70g, and also at the D3 position.

Sometimes the boat 70 [, the annular groove 71 b of the spool 71
.

are connected to the oil passage 304 via the boat 70e, 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 clutch 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 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 150 is opened.
When the solenoid 152 is deenergized and the solenoid valve 150 is closed, the governor pressure Pa at that time is generated in the chamber 130A of the second shift valve v2, and the resistance force by the spring 132 and the click motion mechanism 133 is reduced to the governor pressure. Only when the left power generated by Pc exceeds the left power, the spool 131 moves to the left and assumes the second position. 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, and at the same time, the oil passage 320 is connected to the oil passage 317, which is a hydraulic pressure source. 3rd gear clutch C3
are engaged under pressure. At this time as well, the first gear clutch C1 is pressurized and engaged, but due to the action of the one-way clutch Co, the third gear clutch
A speed reduction ratio is established.

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 latch 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.

Table 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 both switching positions, the output oil passage 327 is cut off from the input oil passage 325, and the drain oil passage 321 of the modulator valve 220 is
is shut 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 Pc and the throttle pressure pt to create the engagement force of the direct clutch CdO. p
t has been introduced, and these two pressures and the spring 222
The spring force moves the spool 221 to the left toward the valve opening side, and the feedback pressure of the output oil passage 326 is applied to the oil passage 326 a,
The spool 221 is received by the left end surface of the spool 221 via the valve 72 to move the spool 221 to the right toward the valve closing side against the governor pressure Pc, 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.

If the pressure output from the other modulator valve 220 becomes too high, the spool 221 of the modulator valve 220 will move to the right in the figure against the resultant force of the governor pressure Pc, throttle pressure pt, and spring 222 due to feedback pressure. The pressure is drained to the drain EX via the timing valve 210.Then, when the gear is not being changed, the timing valve 21
The drain oil passage 321 of the modulator valve 220 is always connected to the drain EX through the 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 CdO from decreasing excessively during gear shifting. be. That is, during a gear shift, the accumulator moves in connection with the gear shift, so that the line pressure PR 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 CdO itself decreases. Therefore, during gear shifting, the drain oil passage 321 of the modulator valve 220 is shut off from the drain EX in conjunction with the timing valve 210 to prevent pressure oil from escaping anywhere, thereby reducing the engagement force of the direct coupling clutch CdO during gear shifting. 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 230A, 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 connects the oil passage 325 and the oil passage 501. This on-off valve 230 releases the engagement of the direct coupling clutch Cd when the throttle valve opening is at the idle position. 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 leftward in the figure, the direct coupling clutch Cd can be reliably disengaged at the idle position (when the accelerator pedal is released).

The third solenoid valve 240 controls opening and closing between the oil passage 326 and the drain hole
This third solenoid valve 240 functions to control the engagement force of
When the solenoid 242 is energized and opened, the throttle 37
3, the oil pressure in the oil passage 326 decreases, and the direct coupling clutch Cd
The O engagement force (transmission capacity) 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.
The electronic control unit 33 that measures the speed ratio e is controlled so that the speed ratio e falls within a reference range value, as will be described later. 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 3 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 CdO engagement force of the direct connection clutch 7 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 solenoid valve 240, the operating pressure of the direct coupling clutch Cd can be adjusted to the fourth solenoid valve 240.
It can be created arbitrarily between the solid line l and the broken line ■ in the figure.

In this embodiment, between the solid line I and the broken line ■ in FIG.
The duty ratio is controlled in 21 stages from θ to 20J, of which the representative one shown in Fig. 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 ■
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.

e=□ ...(1)e On the other hand, since the torque converter output shaft 3 and the speedometer cable 30 are connected via a gear train, there is no slippage between them, and there is no slippage between them. When the reduction ratio is A and the rotation speed of the speedometer cable 30 is N3, the rotation speed N2 of the 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 for the reduction ratio may take a value of A1 to A4 corresponding to each detected gear stage, that is, each reduction ratio 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 routine for controlling the direct coupling clutch Cd (Cd, C0NTR0L) shown in FIG. 6 is executed.

In FIG. 6, first, in step 1, the engine speed Ne
is larger than a predetermined rotation speed Ne* (for example, 3.50 rpm), and if the answer is affirmative (Yes), proceed to step 18 and turn off the third solenoid valve 240, that is, close it. The operating oil pressure of the direct coupling clutch Cd is increased, and the engagement force of the direct coupling clutch CdO is strengthened.

This means that if the engine speed Ne is 3.5QOrpn+ or higher, there is no risk of problems such as vibration, and the direct coupling clutch C
By increasing the engagement force of d, clutch slippage is suppressed,
It is possible to improve the life span and fuel efficiency of the direct coupling clutch Cd. At this time, the hydraulic pressure supplied to the direct coupling clutch Cd is maintained on the solid line I in FIG. 4.

If the answer to step 1 is negative (No), it is determined in step 2 whether or not the gear position of the auxiliary transmission M is the fourth speed, and if the answer is affirmative (Yes), step 6 is performed. If the answer is NO, the process proceeds to step 3, where it is determined whether the gear position is the third gear.

If the answer to Step 3 is affirmative (Yes), that is, if the gear position is the third gear, then Step 5 is answered (No).
In each case, proceed to step 4.

As a result of the determination in steps 2 and 3, when the vehicle is in fourth gear, the upper limit vehicle speed U32 is set to the predetermined vehicle speed 0432 in step 6.
(for example, 85 km/h), when the vehicle is in third gear, the upper limit vehicle speed U32 is set to the specified vehicle speed U3112 (for example, 40 km/h) in step 5, and when the vehicle is in second gear or lower, in step 4.
, the upper limit vehicle speed U32 is set to the specified vehicle speed U232 (for example, 3
0km/h). In this way, the upper limit vehicle speed U32 is set to U232. U332. After setting the vehicle speed to either Ua or Ua, proceed to Stereo knob 7 and set the vehicle speed Ua.
is larger than the upper limit vehicle speed U32 set in any of steps 4 to 6, and if the answer is affirmative (Yes), problems such as vibration will not occur, so step 16 is performed. The process then proceeds to step 18, 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 7 is negative (No), that is, if the vehicle speed U is smaller than the upper limit vehicle speed U32, the process proceeds to step 8 where the vehicle speed U is determined to be the lower limit vehicle speed U31 (for example, 6 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 28 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 8 is affirmative (Yes), that is, if the vehicle speed U is higher than the lower limit vehicle speed U31, the process proceeds to Stellaf 9, and it is determined whether or not the gear position of the auxiliary transmission M is the fourth gear. do. The answer to step 9 is affirmative (
If the answer is yes, it is determined in step 10 whether the vehicle speed U is greater than a predetermined vehicle speed U3B (for example, 58 km/h), and if the answer is yes, that is, the gear is set to 4th gear. When the vehicle speed U is higher than the predetermined vehicle speed U3G, in step 12, the discrimination values e1 (for example, 92%) and C2 (for example, 97%) are set in the predetermined speed ratio range.
%), C3 (e.g. 99.5%), e< (e.g. 1
02%) respectively. Discriminant value e1 is direct coupling clutch C
It is the upper limit of the region where the engagement force of d is weak (hereinafter referred to as the weak engagement force region), and at the same time, the base 4! ! This is the lower limit value of a region that approximates the reference value (hereinafter referred to as a reference value approximate 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 e3 is the upper limit value of the reference value region and the lower limit value of the fine adjustment region. Discriminant value e
, lI 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 solenoid on region). If the answer to step 10 is negative (No), that is, if the gear position is the 4th gear and the vehicle speed U is smaller than the predetermined vehicle speed U3B,
In step 13, the discriminant value e1 (for example, 88%),
C2 (e.g. 94%), e-ri (e.g. 97.5%),
Set e<(for example, 99%).

If the answer to step 9 is negative (NO), that is, if the gear position is not the fourth gear, the process proceeds to step 11, where it is determined whether the gear position is the third gear. If the answer to step 11 is affirmative (Yes), that is, if the third speed
8%), C2 (e.g. 94%), e:+ (e.g. 97.
5%) and +z (for example, 99%).

If the answer to step 11 is negative (NO), or if the gear position is neither 4th speed nor 3rd speed, the process moves to step 15 and the discrimination values e1 (for example, 88%), C
2 (e.g. 94%), C3 (e.g. 97.5%), 04
(for example, 99%).

After setting the respective discrimination values e1 to e4 in steps 12 to 15, the process proceeds to step 16, where it is determined whether the opening degree θTH of the accelerator pedal is smaller than the predetermined opening degree x1, and the answer is If yes, step 2
0, and by turning on, hitting, and opening the third solenoid valve 240, the torque converter lowers the operating pressure of the direct coupling clutch Cd and weakens the engagement force of the direct coupling clutch Cd to obtain smooth operation. Utilize the functions of T.

If the answer to step 16 is negative (No), the process proceeds to step 17, where the throttle valve opening θTH is set to the predetermined opening x.
Determine whether it is greater than 2 and the answer is affirmative (Yes).
), the process proceeds to step 18, where the third solenoid valve 240 is closed and the engagement force of the direct coupling clutch Cd- is strengthened. Also,
If the answer to step 17 is negative (No), step 19
Then, the routine for controlling the duty ratio of the solenoid valve 240 (solenoid valve DUTY C0NTR0L) shown in FIG. 7 is executed.

Steps 16 and 17 are provided as described above, and in each step, it is determined whether the throttle valve opening degree θTH is smaller than the predetermined opening degree x1 or larger than the predetermined opening degree x2, and xl Step 2 if smaller than
The reason why the solenoid valve 240 is opened at step 0 and closed at step 18 when the value is larger than x2 is that when the throttle valve is in the fully open range,
The power transmission performance is better when the lock-up state is set except when starting, and there is no vibration (on the other hand, when the throttle valve is in the idle opening range, the torque converter T
This is because it is said that those who utilize this function can perform smoother movements. Therefore, the solenoid valve 2 in step 19
It is preferable from the viewpoint of operational performance that the duty ratio control of 40 is executed only when the above situation does not exist.

The predetermined opening degrees XI and X2 of the throttle valves are determined corresponding to the gear positions (4th gear, 3rd gear) in steps 9 and 10, and are stored as a shift map in each table in steps 12 to 15. . In the speed change map, the throttle valve opening degree is divided into eight equal parts across the full idle position, and for example, it is set to a predetermined opening degree XI, X2 in 4th gear, and is set to a predetermined opening degree XI, X2 in 3rd gear. be done. Therefore, in steps 16 and 17, the current throttle valve opening 0H detected by the throttle valve opening detector 36 and the predetermined opening (N) of the speed change map stored in each table of steps 12 to 15 are determined. A comparison is made with X2.

In the illustrated case, in steps 9 and 11, the gear positions (4th gear, 4th gear,
3rd speed) and then set the predetermined opening degree) N, X2.
However, in steps 9 and 11, the vehicle speed and select lever position may be determined and the predetermined opening degrees Xl and X2 may be made to correspond to this.

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
．． 2 seconds), the third solenoid valve 24 is
By controlling the duty ratio of the zero valve opening time, the engagement force of the direct coupling clutch Cd 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.
.

Begging 2. and time t3) Each time, in step 9, the timer is set to the value T1, and in step 10, a value (D-x+) that is smaller than the previous value by xl is set as the variable value, 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 smaller than 0, problems will occur in program control, so it is determined whether the variable value is greater than the minimum D+1im (for example, 0), and the answer is In case of denial (No),
That is, when the variable value is smaller than 0, the value of the variable value is set to the minimum value D41im in step 12, and step 13
Move to. If the answer to step 11 is affirmative (Yes), that is, if the variable value D-13<0, the process skips step 12 and proceeds to step 13.

In step 13, the value of the variable set in step 10 is stored as a variable D32 for later use in control when the speed ratio e enters the reference value range. After this, in step 14, the solenoid 2 of the third solenoid valve 240 is
A counter for controlling the energization time to 42 is set to a value corresponding to the variable value, and then the process returns to step 2 in FIG. 5 and is executed again. Note that the electronic control device 33 operates the third solenoid valve 24 at the same duty ratio, that is, at a constant cycle, until the duty ratio of the third solenoid valve 240 is set to a new value.
Repeat 0 valve opening. Here, the duty ratio of the third solenoid valve 240 is the ratio of the energization time to the solenoid 242 to a predetermined time (for example, 100 m5), and +Do
- When set to 21 steps of D20, 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 4 in Figure 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, if the timer period T1 has not 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), part
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.
Set a predetermined value T2 (for example, 1 second) larger than 1 value, and in step 17 set the variable value to X2 (
For example, set a value (D -
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 a limit check similar to step 11, and it is determined whether the variable value is greater than the minimum value D21im (for example, O), and if the answer is negative (NO), that is, the variable value is smaller than O. If so, the value of the variable is set to the minimum D2 Jim in step 19, and the process moves to step 13.

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

When the speed ratio e enters the reference value region at time t1 in FIG. 8, the answer to the determination in step 3 as to whether or not the speed ratio e is greater than the discrimination value e2 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 F'J are both set to O.
(Steps 5 and 6), the answer to step 21 is negative (
No), and the flag F2 in the next step 24 is set to 1.
The answer to the question of whether or not is set is also negative (No), in which case the process moves to step 26 and it is determined 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 (
No), that is, step 2 is not executed until the timer period T2 has elapsed.
Steps 41 to 41 described below without performing steps 7 and 28
46 and step 14 to continue operating the third solenoid valve 240 at the duty ratio set in the reference value approximation region.
Controls valve opening.

If the answer to step 25 is affirmative (Yes), part
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, TI (for example, 2 seconds) is set in the timer again, 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 6 in FIG. 8) is set as is. In this way, if the speed ratio e falls within the reference value region,
Without rewriting the value of the variable, the value set immediately before entering the reference value area (time point 6 in Figure 8) is used until the timer period T3 elapses (time tS in Figure 8). The valve opening time of the valve 240 is duty-controlled. Even after time t9, as long as the speed ratio e is within the reference value range, the transmission capacity of the direct coupling clutch Cd is controlled not to be changed.

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. . Hit, xl and x2 in the case of Figure 8
By keeping the same value and different 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, the values of TI, T2, and T3 are all the same, and the values of xl and x2 are different, so that the rate of change over time of the speed ratio e becomes smaller as the speed ratio e approaches the reference value region. be.

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 flags F+, F2, and F3 are zero. Therefore, the speed ratio e increases from the time point 100 in (a) of FIG. 10 and reaches t 1
When the speed ratio e exceeds the reference value area and enters the fine adjustment area immediately above it at one point in time, the speed ratio e becomes the discriminant value e' in step 2 of FIG.
The answer to the determination as to whether it is greater than 3 is affirmative (Yes), and the process moves to step 29, where the flag F1 is set to 1, and then the process moves to step 30. In step 30, it is determined whether or not the flag F2 is 0.
Since is still set to 0, the answer to the determination is affirmative (Yes), and the process moves to step 31, where flag F2 is set to 1.

Next, in step 32, the variable D3 is set as the variable value D33.
Store the value of 2. This D32 value is the D value used when the speed ratio e is in the reference value region, that is, the D value used in step 2.
This is the same as the D value set in step 8. It should be noted that FIG. 10 shows the changes over time in the diameter values of D32 and Dm as well as the changes in the speed ratio e. In this case, the diameter value of the variables is 11. Only the increase/decrease values are shown based on the value set when the e value is in the reference value region. Next, in step 33, 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, and the value is set by adding x6 (for example, 6) to 033 used for the previous control. After setting, steps 41 to 46 described below
and 14, the process returns to step 2 in FIG. 5 and re-executes.

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 100 is t"1
There is no time-up until time 1, but when the speed ratio e reaches the discrimination value e3, that is, the lower limit value of the fine adjustment area t1
At one point in time, the timer is immediately reset to the value T4 (step 33), and control is repeated using the value of D set in step 34 until the T4 period has elapsed. When step 3° is reached through such repetition, step 31 is reached in the previous loop.
Since the flag F2 is set to 1 in step 3, the answer to step 3 is negative and the process moves to step 35. Since the timer period T4 has not timed up yet, the timer period in step 35 has elapsed. The answer to the determination is negative (No), and in step 36, a value obtained by adding x3 (for example, 1) to the D33 value set in step 32 is stored as the variable value D32. Since the value D32 was set as the variable value D33 in step 32 in the previous loop, the value set when the speed ratio e is in the reference value region is set as D.
If o, 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,
If it returns to the reference value area again at time t12, the answer in step 3 becomes affirmative (Yes), and step 20
The next step 21 is to set the flag F1 to O.
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.
Set 2 to O, skip step 26 and go to step 7 step 2
Step 7, the predetermined value T3 is set in the timer. Hit,
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 a variable value, and the duty ratio of the opening time of the third solenoid valve 240 is controlled at the duty ratio of the stage indicated by the value of D32.

Then, even at time 113 when the speed ratio e has passed the timer period T3, 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 the same from time 1+4 onwards. Value D32 (Step 2
8) controls 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 74).
This is the case when only one person enters. In other words, as the speed ratio e entered the fine adjustment region, it was corrected with a large value x6 at time ti1, and as a result, it immediately returned to the reference value region at time N2, before the timer period T4 elapsed, which means that the x6 value is too large, and therefore 1+ has returned to the reference value area.
At time 2, in the reference value region just before exceeding the reference value region, that is, by controlling the duty ratio using the value obtained by adding a small correction value X3 to the variable value set at time 100, the speed ratio e is set as the reference value. It is stored in the value area.

In the case of (b) in Figure 10, the speed ratio e increased from time t15 and exceeded the reference value region and entered the fine adjustment region, so correction was applied at time t16 with a large value of x6. , 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 stays for a time longer than the timer period T4). In this case, just before exceeding the reference value area and entering the fine adjustment area, that is, the speed ratio e value remains in the fine adjustment area at the value obtained by adding the x6 value to the D value set at time t'5. The speed ratio e is maintained in the reference value region by controlling the duty ratio using a value added according to the time length.

Therefore, in the case of (bl in FIG. 1O, steps 29 to 34 are respectively executed at the time t16 as in the case of the 1++ time point in (al) in FIG. 10, and from the time t1s to i'r
Until that point is reached, steps 29, 30, 35 and 36 are executed respectively. Then, when the timer period T4 reaches the time tl'1, the timer period T4 times up for the first time, so the answer to the step 35 becomes affirmative (Yes), and the process moves to step 37, where 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 Xl.
Set the value by adding (for example, 1). Then, steps 29, 30, 35, and 36 are executed again until the timer period T4 times up at the time Me, and in step 36, a value obtained by adding the value x3 to the D33 value is stored as the D32 value. If the speed ratio e is still in the fine adjustment region at the time, step 37.38 is performed as before.
Execute each. The execution of steps 37 and 38 means that the 033 value is updated to the value obtained by adding the value x3, and the duty value increases again by adding the value x3 to the D value in step 40. , duty ratio control is repeated with this value. Then, when the speed ratio e returns to the reference value region at time t+q, steps 20 and 21 are executed. The answer to step 21 is affirmative (Yes) because flag F3 is set to 1 in step 37, and flag F3 is set to 0 in step 22, and step 23
Then, the flag F2 is set to 0, and step 24 is skipped and the process proceeds to step 26, where it is determined whether or not the timer period T4 has timed out. Skipping step 7 24 means that the flag F2 is not determined, which means that the speed ratio e changes gradually. If the speed ratio e is changing slowly, 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 t'19, 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), and the timer is set to the T3 value in step 27, and step 2
At step 8, set clay D32 to the variable value. 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.

In Fig. 11, (al) indicates 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 (al and (b) in Fig. 11), the speed ratio e approaches the upper limit value 1.0 (en), so there is a risk of vehicle 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 fine adjustment region, the duty value is (a) in Figure 11 is set to a larger value than (bl).

That is, in (a) of FIG. 11, when the speed ratio e increases from time t29 and enters the fine adjustment region at time t30, the answer to step 2 of FIG. Steps 29 to 34 are respectively executed in the same manner as explained in the figure. 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 respectively executed, and in step 36 the D33 value is set to the value Xl
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 region before the timer period T4 elapses (at time t31), the answer to the determination as to whether or not the speed ratio e in step 1 of FIG. 7 is greater than the discriminant value e4 is The result is affirmative (Yes), and the process moves to step 47 where flag F is set.
2 is set to 1, and in step 48, the flag F3 is set to 1.
is set. As mentioned above, the flag F3 remains at 00 and the speed ratio e leaves the fine adjustment region and enters the solenoid on region, so the answer to step 48 is negative (
No), the process moves to step 50 and the value X5 is added 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 converted to the value DFO in step 52.
If the result 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 0 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 The valve opening duty ratio control of the third electromagnetic valve 240 by the control device 33 is stopped, and the process returns to step 2 in FIG. 5 again.

Then, 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 step 30 is step 47 of the previous loop.
Since the flag F2 is set to 1, the result is negative (No), and the process moves 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, IHI +6) is stored as the D33 value. Then, in step 39, the predetermined value T4 is set in the timer, and in step 40, the value of D+x3 (part +
5+1=+7) is stored as a new value, and in step 36 of the next loop, the value of D33+x3 (i.e. +6+1=+
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 033 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+X3 (+8) is stored as the D32 value.

Next, when the speed ratio e enters the reference value region at the time t°33, it is controlled by the same effect as at the time t+q to t°19 in FIG. 10(b) described above, and reaches the time t34. speed ratio e
As long as D is within the reference value range, the duty ratio is controlled without changing the D value.

In the case of (b) in FIG. 11, when the speed ratio e enters the fine adjustment region at time t 35, steps 29 to 34 in FIG. D32, ie +0 in step 32, D3 in step 34
The value (+4) of 3+x6 is stored as the D value, and in step 36 of the next loop, D33+Xl (+1) is stored as the D32 value. Since the speed ratio e continues to be in the fine adjustment region at t3G after the T4 period has elapsed, step 29
, 30. Execute 35 and 37 respectively, and then proceed to the next step 38.
In step 39, store the D value (+4) as the D33 value.
．． 40 respectively, and in step 40, the value (+5) of D+X] is stored as the D value.

Then, at time t37, 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, if the speed ratio e is t35, which is in the middle of the next T4 period after the first T4 period has elapsed since time t35? Since it was in the fine adjustment region up to this point, the speed ratio e
The state of change is gradual, and the flag F3 is set to 1. Therefore, the answer to step 48 is affirmative (Ye
s), move to Stellaf 49, and obtain the value of D33+X4,
Then, set +5 as the D value, then execute step 52, and if the answer is affirmative (Yes), step 53
If the answer is negative (NO), step 52 is skipped and step 53 is reached. Step 49 in step 53
The D value set in , ie, +5, is stored as the 032 value, and 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 t3B, steps 29, 30, 35, and 37 are executed, respectively, and the D value (D33+X4=+5) is changed to D33 in the next step 38.
Store as a value. Then, in step 40, the D value is set to D3.
34X] = +5 is stored as the D32 value.

Thereafter, when the speed ratio e enters the reference value region at time t''19, when the T4 period has not elapsed, N2~
Control is performed in the same manner as at time ti3, 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.

In addition, steps 41 to 46 are limit checks and D
If the diameter values of 32 and D33 are larger than the DFO value (for example, 20), these diameter 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 can be applied to any automatic transmission for a vehicle 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 of an automatic transmission for a vehicle according to the present invention, a predetermined amount of slippage between the output member and the output member of the hydraulic power transmission device is determined. The measured value of the parameter value is compared with a predetermined reference range value set in advance, and based on the comparison result, the transmission capacity of the direct coupling mechanism for a predetermined period to be implemented from now on is determined.

Therefore, even if the transmission capacity of the direct coupling mechanism is set precisely, the transmission capacity can be stably and quickly controlled to the reference value (target value) range without causing divergence, and the generation of vehicle body vibration and noise is suppressed. At the same time, the fuel efficiency and power transmission characteristics are improved, and an extremely smooth and comfortable driving feeling can be obtained.

Furthermore, in the present invention, the variable control of the transmission capacity is executed when the throttle valve opening is within a predetermined range determined according to the driving state of the vehicle, so that the variable control of the transmission capacity is performed when the throttle valve opening is within a predetermined range determined according to the driving state of the vehicle. Variable control of the transmission capacity is performed only when the vehicle is in the operating state. Therefore, for example, when the throttle valve is in the fully open range, it is locked up,
When the throttle valve is in the idling opening range, the function of the torque converter can be utilized, resulting in favorable driving performance.

[Brief explanation of drawings]

Fig. 1 is a schematic diagram of an automatic transmission for a vehicle that applies the direct coupling mechanism control method of the present invention, 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. Exploded view of the main parts, Figure 4 is a graph showing the relationship between the working oil pressure of the direct coupling clutch and vehicle speed, Figure 5 is the main flowchart showing the control procedure for the working oil pressure (transmission capacity) of the direct coupling clutch, and Fig. 6 is the 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)
. Applicant Honda Motor Co., Ltd. Agent Patent Attorney Toshihiko Watanabe 3rd illustration

Claims (1)

[Claims] 1. The predetermined parameter value representing the relative slip amount of the input and output members of a hydraulic power transmission device having an input member and an output member is within a predetermined reference range set in advance. In the method for controlling a direct coupling mechanism of a hydraulic power transmission device for a vehicle automatic transmission, which variably controls the transmission capacity of a direct coupling mechanism that mechanically engages the input and output members, the actual measurement of the predetermined parameter value Compare the value with the predetermined reference range value,
Based on the comparison result, the transmission capacity is determined for a predetermined period to be performed from now on, and the variable control is executed when the throttle valve opening is within a predetermined throttle valve opening range determined according to the driving state of the vehicle. A direct-coupling mechanism control method for a fluid power transmission device of an automatic transmission for a vehicle. 2. Direct coupling mechanism control of a hydraulic power transmission device of an automatic transmission for a vehicle according to claim 1, wherein the predetermined parameter is a ratio of the respective rotational speeds of the input member and the output member. Method. 3. Direct coupling mechanism control of a hydraulic power transmission device for an automatic transmission for a vehicle as set forth in claim 1, wherein the predetermined parameter is a difference between the respective rotational speeds of the input member and the output member. Method. 4. A direct coupling mechanism control method for a fluid power transmission device for an automatic transmission for a vehicle according to claim 1, characterized in that the transmission capacity is kept constant within the predetermined period. 5. A method for controlling a direct coupling mechanism of a fluid power transmission device for an automatic transmission for a vehicle according to claim 1, wherein the predetermined throttle valve opening range is determined based on a vehicle speed. 6. A method for controlling a direct coupling mechanism of a hydraulic power transmission device for an automatic transmission for a vehicle according to claim 1, wherein the predetermined throttle valve opening range is determined based on the vehicle speed. 7. A method for controlling a direct coupling mechanism of a hydraulic power transmission device for an automatic transmission for a vehicle according to claim 1, wherein the predetermined throttle valve opening range is determined by a select lever position.