JPS62204063A - Direct coupling mechanism control method for fluid type power transmission of automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To enhance the rate of fuel consumption and the characteristics of power transmission by determining the specific reference range value on the basis of No.2 specific parameter representing the revolving speed of the output member. CONSTITUTION:No.2 specific parameter representing the revolving speed of an output member 4 of torque converter T is send, the specified reference range value for specific parameter representing the relative slip amount of output members 2, 4 of the torque converter T is determined on the basis of said No.2 specific parameter, This allows carrying-out of transmission capacity control of direct coupling clutch Cd in accordance with the car speed, to lead to enhancement of the rate of fuel consumption and the power characteristics.

Description

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

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

For this reason, when there is no need to expect the torque amplification function of the torque converter, a direct coupling clutch mechanism called a lock-up mechanism is used, which mechanically connects the torque converter's output member and the output member to improve power transmission efficiency. (
A direct-coupling mechanism (hereinafter referred to as a direct-coupling mechanism) has been developed and has already been put into practical use, and 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 (-1-8), etc., and in the above low-speed operation range, the rotation speed ratio e is 1 or the slip ratio is O.
The transmission capacity of the direct coupling mechanism is controlled 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 e or slip ratio so as to avoid this. It is possible that

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

) 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.

This is because no matter how electronic control technology is used, 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. , there is a physical limit to the response time of the control system that cannot be accelerated beyond a certain value, but if the transmission capacity is set to be strong, the transition to the direction of direct coupling (increasing the transmission capacity) is possible. As the speed increases, there is a delay in control and the rotational speed ratio e or slip ratio exceeds the standard range value, and in order to reflect this result and return it to the standard range value, the transmission capacity is increased more than necessary. Since control is started to decrease the rotational speed ratio e or the slip ratio, the rotational speed ratio e or the slip ratio decreases again to be 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.

Furthermore, it is desirable to control the transmission capacity of the direct coupling mechanism according to the vehicle speed in order to improve fuel efficiency and power performance.

(Object of the Invention) The present invention has been made in view of the above circumstances, and is a direct coupling mechanism control method for a hydraulic power transmission device of an automatic transmission for a vehicle, which is capable of improving fuel efficiency and power transmission characteristics according to vehicle speed. The purpose is to provide

(Means for Solving the Problems) In order to solve the above-mentioned problems, the present invention detects a second predetermined parameter value representing the rotational speed of the output member of the fluid power transmission device, and a second predetermined parameter value of the hydraulic power transmission device;
A predetermined reference range value of a first predetermined parameter value representing the relative slippage of the output member is determined.

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

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

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

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

A cylindrical clutch roller 14 is interposed between the driving and driven conical surfaces 8 and 10, and this clutch roller 14
As shown in the figure, the annular glue retainer 15 is arranged so that its central axis 0 is inclined at a constant angle θ with respect to the generatrix g of the virtual conical surface 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 double-ended conical surface 8.10. 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. The clutch roller 14 rotates in the Y direction in FIG. 3, and the clutch roller 14 rotates in a direction opposite to the previous rotation, thereby applying a relative axial displacement to the members 9 and 11 to separate them from each other. As a result, the clutch roller 14 is released from being wedged between the 100-conical surfaces 8 and 10, and enters an idling state. Therefore, Yuichi Bin impeller 4
The transmission of the reverse load from to the pump wheel 2 takes place only hydrodynamically.

When the hydraulic pressure of the hydraulic cylinder 13 is released, the piston 12 receives the internal pressure of the torque converter T and retreats to its initial position, so that the direct coupling clutch Cd becomes inactive.

Referring again to FIG. 1, the mutually parallel persons of the auxiliary transmission M,
A first speed gear train G1, a second speed gear train G2, a third speed gear train (J), a fourth speed gear train d4, and a reverse gear train Gr are provided in parallel between the output shafts 3 and 16. 1st speed gear train G1
A drive gear 17 is connected to the input shaft 3 via a first speed clutch C1, and a one-way latch C is meshed with the gear 17 and attached 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. Also the fourth
The speed gear train G4 is connected to the input shaft 3 via the fourth speed clutch C4.
A driven gear 24 is connected to the output shaft 16 via a switching clutch C3 and meshes with the gear 23. Further, the reverse gear train Gr 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 Cs is
By shifting the selector sleeve S of the clutch Cs, which is provided between the driven gear 24 and the idle gear 27 of the fourth speed gear train G4, to the forward position on the left or the reverse position on the right in FIG. Driven gear 24 and idle gear 27
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 human power 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.

Further, the vehicle speed detector 31 includes the magnet 1-31a and a reed switch 31b, for example, which is driven by the magnet 3La, and the speedometer cable 30
The reed switch 31b is opened and closed by the magnet 31a that rotates together with the reed switch 31b, and on and off signals accompanying this opening and closing are supplied to an electronic control unit 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 via an oil line 300 to an inlet port 60a of a regulator valve Vr, a pilot pressure introduction port 60b, and a port of a manual shift valve (hereinafter simply referred to as a manual valve) Vm. 70
b and the inlet boat 80a of the governor valve Vg, respectively. Ports 70a and 70c of manual valve Vm are connected to port 9 of servo piston 90 via oil passages 301 and 302, respectively.
In 0C990b, the port 70c is further connected to the port 70d of the manual valve Vm, the inlet boat 270a of the pressure reducing valve 270, and the port tooa of the throttle valve Vt via the oil passage 303.
, the port 70e is connected to the manual valve Vm via the oil passage 304.
port 70g1 port 210d of timing valve 210
, are connected to the port 170a of the first accumulator 170 and the second gear clutch C2, respectively. In addition, the port 70f of the manual valve Vm has a throttle 350 and a one-way valve 3 in the middle.
80 is connected in parallel to the port 130b of the second shift valve 2, and the port 70h is connected to the oil path 3 in which a throttle 359 and a one-way valve 383 are connected in parallel.
13 to the first speed clutch C1, respectively. The two inlet ports 400a, 400 of the flow rate regulating valve 400 are connected to the core oil passage 313 through an oil passage 307 provided with a throttle 369.
One outlet boat 400d of the flow rate regulating valve 400 is connected to the ball l-120b of the first shift valve 1 through an oil passage 307a. 'e, quantity adjustment valve 400
A throttle 370 is interposed between the first inlet port 400a and the oil passage 307.

The port 70i of the manual valve Vm is connected to the bow) 90a of the servo piston 90 via an oil passage 308, and the port 70 is connected to the port 210 of the timing valve 210 via an oil passage 309.
e, the bow) 190a of the second accumulator 190 and the fourth speed clutch C4;
and ports 160b of the first control valve 160, respectively. A throttle 356 and a one-way valve 381 are arranged in parallel with each other between the oil passage 310 and the bow 1-130d of the second shift valve (2).

Ports 100b and 10 of throttle opening responsive valve Vt
0c is connected to each port 170b, 190b of the first to third accumulators 170, 190, 180 via an oil passage 311.
, 180b, port 220f of modulator valve 220,
Port 230c of on-off valve 230, flow rate adjustment valve 4
00 port 400c.

A throttle 352 is connected to the port 160a of the first control valve 160 and the port 200a of the second control valve 200, and is interposed between the port 100b of the throttle opening responsive valve Vt and the oil passage 311. . Throttle opening response valve Vt
The bow 1-10Qd is connected to the port 130g of the second shift valve V2 and the drain EX through an oil passage 312, respectively, and a throttle 353 is interposed between the oil passage 312 and the drain EX. The port 110a of the third control valve 110 is connected to the port 120a of the first shift valve 1 and the drain EX via an oil passage 315, and the oil passage 315 and the drain E
A diaphragm 354 is interposed between the X and X.

Port 120c, 120 of first shift valve ■1
d is connected to the second shift valve ■ via oil passages 316 and 317, respectively.
The port 120e is connected to the first control valve 160 via the oil passage 318 to the second control valve 160 (bow) 130a, 130c.
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 v2 is connected to the port 200C of the second control valve 20°0 and the drain EX via an oil passage 319, and a throttle 35 is connected between the oil passage 319 and the drain EX.
7 is interposed. Port 130f of second shift valve v2
is connected to port 2 of the second control valve 200 via an oil passage 320 in which a throttle 358 and a one-way valve 382 are connected in parallel.
00 b, port 180 of third accumulator 180
a and third speed clutch C3, respectively. Note that a throttle 356a is interposed in one of the two EX ports of the second shift valve (2).

The port 12Of of the first shift valve 1 is connected to the inlet boat 140a of the first solenoid valve 140 via an oil passage 340, and the oil passage 340 is connected to the pressure reducing valve 270 via an oil passage 341 provided with a throttle 361. output port) 270b.

The boat 130h of the second shift valve 2 is connected to the inlet port 150a of the second solenoid valve 150 via an oil passage 322a, and the oil passage 322a is connected to the oil passage 322 via a throttle 362. Oil passage 322 is connected to outlet port 80b of governor valve Vg.

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

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 boat 210a of the timing valve 210 and the on-board via the oil passage 325.
They are connected to the boats 230d of the off valves 230, respectively. The boat 210b of the timing valve 210 has a throttle 371 in the middle.
The boat 210c is connected to the boat 220d of the modulator valve 220 through an oil passage 327, and the boat 210c is connected to the boat 220a of the modulator valve 220 through an oil passage 327.
Of is connected to the oil passage 501 through an oil passage 501a provided with a throttle 375 in the middle. The boat 220b of the modulator valve 220 is an oil passage 3 in which a throttle 372 is provided in the middle.
26a to the oil line 326, bow) 220c
is an oil path with a restriction 373 in the middle.

353 to the boat 230b of the on-off valve 230, the boat 220e is connected to the oil passage 3 with a throttle 366a in the middle.
22, respectively. On-off valve 230 boat 2
30a is connected to the oil passage 326, and the boat 230e is connected to the throttle 3 in the middle.
The oil passage 501 is connected to the oil passage 334 via an oil passage 501 provided with an oil passage 74.

The inlet boat 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 sucked against the spring force and opens the artificial port 240a. That is, the third solenoid valve 240 is closed when the solenoid 242 is deenergized, and opened when the solenoid 242 is energized.

The boat Ta of the torque converter T is connected to the oil passage 325 through the oil passage 334 provided with the throttle 368, the boat Tb is connected to the oil passage 326, and the boat Tc is connected to the pressure holding valve 2 through the oil passage 335.
50 inlet bow) 250a. This pressure holding valve 2
The pilot pressure introduction boat 250b of 50 is connected to the upstream side of the throttle 366a of the oil passage 322 via the oil passage 336, and the outlet port 25Qc 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.

First to third solenoid valves 140, 150.24Of7) Each solenoid 142, 152, 242 is connected to a signal line 142a
, 152a, and 242a, respectively, to the electronic control unit 33. The electronic control device 33 operates according to a predetermined shift map based on input signals from the vehicle speed detector 31, engine speed detector 34, 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 direct coupling clutch CdO engagement force (transmission capacity)
is determined and the third solenoid valve 240 is controlled to control the engagement force of the direct coupling clutch CdO.

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

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

The manual valve Vm is switched by manual switching operation of the shift lever, and is set to P (parking), R (reverse), N (neutral), D4 (4-speed forward automatic transmission), and Dl (TOP!).
It has six shift positions: <front a 3-speed automatic shift) and 2 (2ND hold), and an operating mode can be arbitrarily selected according to each shift position.

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, 70c to 70n are all connected to the drain EX. The four clutches 01 to C4 of the first to fourth speeds are all disengaged, so that the engine torque is not transmitted to the drive wheels W, W" (see FIG. 1).

When the spool 71 of the manual valve Vm is moved from the illustrated position to 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 D14 position (range), the servo piston 90 that moves the selector sleeve S (see Fig. 1) receives the line pressure P2 in its spring chamber 92, and the spool 91 also receives the line pressure P2 hydraulically. fixed in position,
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 placed in an engaged state with the switching clutch Cs, and the reverse driven gear 26 is placed in a freely rotatable state.

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.
The connection relationships of the oil passages connected to the manual valve Vm do not change except that they are connected to the drain EX via 7Qm and 70n. These 2. At the D3, 04 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. Then, 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.
00a to the opening side, the discharge pressure of the output port 100c is applied to the port 100b via the throttle 352, and the spool 101 is moved to the right to drive the port 100a to the closing side. Pressure proportional to the opening degree of the throttle valve (hereinafter referred to as throttle pressure pt)
to occur. 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 110 interlocking with cam 104
rotates counterclockwise in accordance with the opening degree of the throttle valve to move the spool 111 to the left against the spring force of the spring 112, continuously restricting the communication between the 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 flow rate adjusting valve 400 via the oil passage 311.
400'c 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 passes from the oil passage 307 through only the first inlet port 400a provided with the throttle 370, and from the outlet port 400d through the oil passage 307a to the first shift valve (1). The hydraulic pressure is sent to the port eye 20b, and when the throttle pressure Pt increases and overcomes the force of the spring 402, the spool 401 moves to the left and passes both the first and second inlet boats 400a and 400b. The amount of pressure oil supplied from the outlet boat 400d to the oil passage 307a is increased, and when the throttle valve opening is small, both clutches are engaged (the two clutches are engaged together, and energy is consumed in both clutches). To prevent this, the vehicle speed may drop below its previous speed.)
This prevents the next clutch from being engaged until one clutch is completely disengaged, reducing the shock of, for example, upshifting when the accelerator is released, or downshifting when stopping the vehicle.

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

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

When the first shift valve v1 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 D position.
When in the 3 or D4 position, the first speed clutch C1 is always pressurized and engaged. The spool 121 of the first shift valve 1 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 spool 121 to be in the second position, and when the solenoid valve 140 is opened, it is in the second position. 1
22 to assume the first position.

When the second shift valve V2 is in the first position shown, it blocks the input oil passage 316, connects the output boat 130d to the drain EX, connects the manual 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 v2
is moved to the left against the spring force of the spring 132 by the governor pressure Pc introduced from the port 130h into the chamber 130A facing the right end surface of the spool 131 via the oil passage 322, the throttle 362, and the oil passage 322a, and is moved to the second position. and when it is in the second position, drain the outlet hole 30d.
It is disconnected from the input oil passage 316 and connected to the output oil passage 30.
5 is connected to the drain EX via the oil passage 319, the remaining output oil passage 320 is separated from the oil passage 312, and the input oil passage 317 is connected to the drain EX through the oil passage 319.
Switch to connect.

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 1 is controlled by the governor pressure Pc introduced into the chamber 130A. The spring 132 takes 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 hydraulic oil pressurized by the hydraulic pump P is sent to the governor valve Vg.
g, the pressure is regulated as a signal pressure proportional to the vehicle speed U and guided to the chamber 130A of the second shift valve 2, and the pressure reducing valve 27
The pressure is reduced at 0 and guided to x120A of the first shift valve (1). When the manual valve Vm is in the D4 (or D3) position, the solenoids 142 and 152 of the two solenoid valves 140 and 150 are energized to maintain these two shift valves Vl and V2 in the first switching position shown. All you have to do is open the valve. As a result, each of the clutches C2 to C for 2nd to 4th speeds
4 is not pressurized, only the first speed clutch C1 is engaged under pressure, and the first speed reduction ratio is established. This first gear generally covers the low speed range, so
In this low speed region, the governor pressure Pc itself is low pressure, and the loss flow rate of the pressure oil discarded from the second solenoid valve 150 to the oil tank R via the throttle 362 is correspondingly small, which is economical. This point is particularly advantageous when the pressure of the entire system must be maintained considerably higher than the normal pressure level (line pressure Pl), such as when starting from a stall (vehicle speed=0).

Next, the solenoid 152 of the second solenoid valve 150 is energized to maintain the solenoid valve 150 in the open state, and the solenoid 142 of the first solenoid valve 140 is deenergized to keep the solenoid 150 open.
When valve 0 is closed, hydraulic pressure reduced by the pressure reducing valve 270 is generated in the chamber 120A of the first shift valve 1, and this causes the spool 12 of the shift valve 1 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 port 701.07a of the manual valve Vm when in the D4 position. Notch 71a of spool 71 and ball l-70g
to the oil passage 304 via the port 7 when in the D3 position.
0f, annular groove 71b of spool 71;

are respectively connected to the oil passages 304 via ports 70e,
The speed clutch C2 is engaged under pressure. Therefore, D4 or D
In the 3rd position, the first gear clutch C1 and the second gear clutch C2
are engaged under pressure. However, as shown in FIG. 1, a one-way latch co is interposed between the first speed driven gear 18 and the output shaft 16, which transmits torque only in the direction of the driving torque from the engine E. A second speed reduction ratio is established.

Next, with the solenoid 142 of the first solenoid valve 140 deenergized and the solenoid valve 140 closed, the second solenoid valve 150 is opened.
When the solenoid 152 is deenergized and the solenoid valve 150 is closed, the governor pressure Pc at that time is generated in the chamber 130A of the second shift valve v2, and the resistance force by the spring 132 and the click motion mechanism 133 is reduced to the governor pressure. Only when the left power generated by the PG 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 142 of the first solenoid valve 140 is energized again to open the solenoid valve 140.
The spool 121 of the first shift valve 3 turns to the right and returns to the illustrated position, and connects the oil passage 317 to the drain E via the oil passage 318.
X, and 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.

On the other hand, the hydraulic pump P discharged from the 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 cut off from the drain EX. The oil pressure in the output oil passage 327 of the timing valve 210 is input to the modulator valve 220, modulated, and output to its output oil passage 353. The modulator valve 220 modulates the hydraulic pressure using the governor pressure Pc and the throttle pressure pt to create the engagement force of the direct clutch CdO.
22. Governor pressure PG, throttle pressure pt via 311
is introduced, and these two pressures and the spring force of the spring 222 move the spool 221 to the left toward the valve opening side, and the feedback pressure of the output oil passage 326 is applied to the oil passage 326a and the throttle 372.
The governor pressure Pc is received by the left end surface of the spool 221 via
, the spool 221 is moved to the right toward the valve closing side against the throttle pressure Pt and the spring force of the spring 222. As a result, a pressure proportional to the vehicle speed U and the opening degree of the throttle valve appears in the output oil passage 353.

When the pressure output from the modulator valve 220 becomes too high, the spool 221 of the modulator valve 220 moves to the right in the figure against the resultant force of the governor pressure PG, throttle pressure pt, and spring 222 due to feedback pressure, causing the pressure to increase. is drained to drain EX via the timing valve 210. And when the gear is not changing, 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 shift, the line pressure P1 decreases due to the movement of the accumulator in connection with the shift, 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 when the drain oil passage 321 is connected to the drain hole X at this time, the engagement force of the direct coupling clutch Cd itself decreases. Therefore, by interlocking with the timing valve 210 and blocking the drain oil passage 321 of the modulator valve 220 from the drain EX to prevent pressure oil from escaping anywhere, the engagement force of the direct coupling clutch Cd can be reduced during gear shifting. Deterioration can be prevented.

The pressure in the output oil passage 353 of the modulator valve 220 is
73, the oil is guided from the boat 230a of the on-off valve 230 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 CdO is the third. When the solenoid valve 240 is closed, the pressure is increased according to the vehicle speed U and the opening degree of the throttle valve. The on-off valve 230 receives the throttle pressure pt in the chamber 230A through the oil passage 311, so that the throttle pressure pt is 0.7
At torque pressure pt, the spool 231 moves to the left in the figure against the spring force of the spring 232 to connect the input oil passage 353 to the output oil passage 326, and when there is no throttle pressure pt, that is, the throttle valve opening is at idle. When the spool 231 is in the spring 23 position
The oil passage 326 is moved to the right by the spring force No. 2 and held in the position shown in the figure.
is connected to the drain EX, and the oil passage 325 and the oil passage 501 are connected to the drain EX.
It functions to connect. This on-off valve 230 releases the engagement of the direct coupling clutch CdO 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 port 1-Ta of the torque converter T increases, and the pressure inside the torque converter T increases. Since the piston 13 is pushed to the left in the figure, 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 the engagement force of the clutch Cd by controlling the opening and closing between the oil passage 326 and the drain EX to control the operating pressure of the direct coupling clutch Cd or the pressure of the piston 13. However, when the solenoid 242 of the third electromagnetic valve 240 is energized and opened, the throttle 373
As a result, the oil pressure in the oil passage 326 decreases, and the engagement force (transmission force 8) of the direct coupling clutch Cd is weakened.

The solenoid 242 of this third solenoid valve 240 determines the relative actual speed ratio e between the torque converter T and the output member.
The electronic control unit 33 that measures the speed ratio e is controlled so that the speed ratio e falls within the reference range value as described in 1.

When the solenoid 242 of the third solenoid valve 240 is deenergized and the solenoid valve 240 is closed, the modulator valve 240 is closed.
20 itself becomes the engagement force of the direct coupling clutch Cd, and this output acts on the hydraulic cylinder 13 via the on-off valve 230 and the oil passage 326, and the operating pressure is as shown by the solid line I in FIG. , increases in proportion to vehicle speed U. In FIG. 4, the influence of the throttle pressure pt is omitted for the sake of simplicity.
This is what happens when 22 is omitted.

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

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

(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 the transmission capacity control of the directly connected Cd are set to initial values. Next, proceed to step 2 and detect the vehicle speed detector 31 and engine rotation speed detector 34.
, reads each input data from the gear position detector 35, etc., and measures the time intervals of the vehicle speed pulse signal and engine rotation speed pulse signal respectively input in step 3, and determines the vehicle speed U.
, engine rotation speed Ne is calculated, and torque converter T, which will be described later, is calculated based on these vehicle speed U and engine rotation speed Ne.
The speed ratio e between the pump wheel 2 and the turbine wheel 4 (see FIGS. 1 and 2) is calculated (step 4).

This value e is calculated as follows.

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

- Since it is connected to the cable pulley 30 via a gear train, there is no slippage between them.If the reduction ratio between them is A and the rotation speed of the speedometer cable 30 is N3, then Rotation speed N2 of torque converter output shaft 3
is N2=A−Na (2). Using this equation (2), (by rearranging equation 11, the speed ratio e is expressed by the following equation.

Here, when the number of gears of the auxiliary transmission M is four, the value of the reduction ratio A is determined for each detected gear, that is, from 1st gear to
It can take values A1-A4 corresponding to each reduction ratio of the fourth speed.

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

After calculating the speed ratio value e in step 4, the process proceeds to step 5, whereupon a control (Cd, C0NTR0L) routine for the directly connected clutch, 7th Cd, shown in FIG. 6 is executed.

In FIG. 6, first, in step 1, the engine speed Ne
is larger than a predetermined rotation speed Ne3 (for example, 3.500 rpm), and if the answer is affirmative (Yes), proceed to step 16 and turn off the third solenoid valve 240, that is, close it and directly connect it. The hydraulic pressure of the clutch Cd is increased to strengthen the engagement force of the direct coupling clutch Cd.

This is because if the engine speed Ne is 3.50 Orpm or higher, there is no risk of problems such as vibration occurring, and the direct coupling clutch Cd
By increasing the engagement force of the clutch, slippage of the clutch can be suppressed, and the life and fuel efficiency of the direct coupling clutch Cd can be improved.

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 the gear position of the auxiliary transmission M is the fourth gear, 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 or not the gear position is the third speed.

If the answer to step 3 is affirmative (Yes), that is, if the gear position is the third gear, step 5 is negative (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 changed to the predetermined vehicle speed U43 in step 6.
2 (for example, 85 km/h), and when the vehicle is in 3rd gear, the upper limit vehicle speed Uρ is set to the specified vehicle speed [J332 (for example, 40 km/h) in step 5, and when the vehicle is in 2nd gear or lower, it is set to step 4.
, the upper limit vehicle speed Uβ is set to the specified vehicle speed U232 (for example, 30
km/h). In this way, the upper limit vehicle speed U32 is set to U232.0332. After setting the vehicle speed to one of U432 and U432, the process proceeds to step 7, where it is determined whether or not the vehicle speed U is greater than the upper limit vehicle speed U32 set in any of steps 4 to 6, and the answer is affirmative. If (Yes), problems such as vibration will not occur, so proceed to step 16, close the third solenoid valve 240,
Strengthen the direct coupling clutch CdO engagement force.

If the answer to step 7 is negative (No), that is, if the vehicle speed U is smaller than the upper limit vehicle speed 032, 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 U3j and is in a low vehicle speed range that requires the torque amplification function of the torque converter T, the process proceeds to step 18 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 CdO 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 greater than the lower limit vehicle speed U3+, the process proceeds to step 9, where 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 U36 (for example, 58 km/h), and if the answer is Yes, that is, the gear is the fourth gear. When the vehicle speed U is higher than the predetermined vehicle speed U3G, in step 12, the discrimination values e+ (for example, 92%) and C2 (for example, 92%) in the predetermined speed ratio range are set.
7%), e+ (for example, 99.5%), e,! 1 (for example, 102%). The discrimination value e1 is an upper limit value of a region where the direct coupling clutch CdO engagement force is weak (hereinafter referred to as a weak engagement force region) and a lower limit value of a region approximated to a reference value (hereinafter referred to as a reference value approximation region). The discrimination value e2 is the upper limit value of the reference value approximation region and the lower limit value of the reference value region (target region). The discrimination value e3 is the upper limit value of the reference value region and the lower limit value of the fine adjustment region. Discriminant value e4
is the upper limit value of the fine adjustment region and the lower limit value of the region where the solenoid is turned on and the third electromagnetic valve 240 is opened (hereinafter referred to as the solenoid on region). 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 U36, then in step 13 the determination value e1 (e.g. 88%), C2 (
For example, 94%), e+ (for example, 97.5%), and ea (for example, 99%) are set, respectively. That is, in step 10, the region of the fourth gear, which is a high speed gear, is divided into two regions, steps 12 and 13, with the predetermined vehicle speed U3B as the boundary, and if the predetermined vehicle speed is higher than the predetermined vehicle speed U36, the larger one set in step 12 is determined. Even if the predetermined reference range value that defines the relative slip amount between the pump impeller 2 and the turbine impeller 4 is increased using the values e1 to ep (values larger than the discriminant values e1 to e4 set in step 13), In the vehicle speed range, there is no risk of vehicle body vibration occurring and improved fuel efficiency can be expected, and if the vehicle speed is below the predetermined vehicle speed U3G, the smaller discriminant value e set in step 13 is used.
By lowering the predetermined reference range value using the values 1 to e4, an improvement in power performance can be expected, and the discrimination values set in steps 12 and 13 are used depending on whether priority is given to fuel efficiency or power performance.

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 this step 11 is affirmative (Yes), the hammer is pressed, and if it is in the third gear, the discrimination value e+ (for example, 8
8%), C2 (e.g. 94%), e+ (e.g. 97,5
%) and C4 (for example, 99%).

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

After setting the first shift of each discrimination value 01 to e4 in steps 12 to 15, the process proceeds to step 17, where the duty ratio control of the solenoid valve 240 (solenoid valve DUTY) shown in FIG.
C0NTR0L) routine.

Step l in FIG. 7, 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 in step 8 it is determined whether the timer period T1 has elapsed (T=O).

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 reduced or controlled to reduce the rate of change in the transmission capacity.

When the speed ratio e is in the weak engagement force region, T1 (for example, 0
．． Every time a period of 2 seconds) elapses, the third solenoid valve 24 is
By controlling the duty ratio of the zero valve opening time, the engagement force of the direct clutch CdO is gradually strengthened. In FIG. 7, if the answer to step 8 is affirmative (Yes), that is, when the timer period (T1) has elapsed (tl in FIG.
.

t2. and time 13) Each time, in step 9, the timer is set to the value T1, and in step 10, the variable value is set to a value (D-x+) smaller than the previous value by xl, and this is stored. The duty ratio control of the opening time of the third electromagnetic valve 240 (steps 8 to 13) is repeated again over the T1 period at the duty ratio at the stage indicated by the value. Note that step 11 is a remint check, and if the variable value becomes less than 0, problems will occur in program control.
.

Therefore, it is determined whether the variable value is larger than the minimum I]1im (for example, O), and if the answer is negative (No), if the striking variable value is smaller than O, step 12 Set the value of the variable value to the minimum value DIlim in Step 1
Move on to 3. If the answer to step 11 is affirmative (Yes), that is, if the variable value is greater than 0, step 1
Skip step 2 and proceed to step 13.

In step 13, the value of the variable set in step 10 is stored as 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
42 is set to a value corresponding to the variable value, and then returns to step knob 2 in FIG. 5 and executes again. Note that the electronic control device 33 operates the third solenoid valve 2 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 40 valve openings. Here, the duty ratio of the third solenoid valve 240 refers to the ratio of the energization time to the solenoid 242 to a predetermined time (for example, 100 m5), and +[
) When set to 21 stages from 0 to D20, the energization time per stage 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 CdO 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), steps 16 to 19 are not executed and step 13 is executed until the timer period T1 has elapsed.
and 14 are executed, and the third solenoid valve 240 is subsequently controlled to open at the duty ratio set in the weak engagement force region.

If the answer to step 15 is affirmative (Yes), that is,
When the timer period T1 has elapsed (at time t5 in Figure 8)
In step 16, the timer is set to the T in the weak engagement force region.
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 larger 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, in step 19 the value of the variable is set to the minimum [)21im, and the process moves to step 13.

If the answer on step 1 is affirmative (Yes), hit;
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 t7 in FIG. 8, the answer to the determination as to whether the speed ratio e is greater than the discrimination value e2 in step 3 becomes affirmative (Yes), which will be described later in step 20. The flag F1 is set to 0 and the process proceeds to step 21, where it is determined whether or not a flag F3, which will also be described later, is set to 1.

When the speed ratio e enters the reference value region from a smaller value, flags F2 and F3 are both set to 0 (
Steps 5 and 6), the answer to step 21 is negative (N
O), and the answer to the determination as to whether flag F2 is set to 1 in the next step 24 is also negative (NO), in which case the process moves to step 26 and it is 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 (N
o), that is, step 27 until the timer period T2 has elapsed.
Steps 41 to 4 described below without performing steps 41 and 28
Step 6 is followed by step 14, and the third solenoid valve 240 is subsequently controlled to open at the duty ratio set in the reference value approximation region.

If the answer to step 25 is affirmative (Yes), that is,
When the timer period T2 has elapsed (at time t8 in FIG. 8),
Once again, in step 27, the timer is set to a specific value when the speed ratio e is in the reference value region, that is, the value ; The stored value, i.e.
When the speed ratio e is in the reference value approximation region immediately before entering the reference value region (at time t6 in FIG. 8), the set value is set as is. In this way, when the speed ratio e enters the reference value region, the timer period T3 elapses using the value set immediately before entering the reference value region (at time t6 in FIG. 8) without rewriting the value of the variable . The valve opening time of the third solenoid valve 240 is duty-controlled until (time point 19 in FIG. 8). 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. . That is, in the case of FIG. 8, xl and x2
By keeping the same value and different values of TT, 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 time t10 in (a) of FIG.
When the speed ratio e exceeds the reference value region and enters the fine adjustment region directly above it at one point in time, the speed ratio e at step 2 in FIG. 7 becomes the discriminant value e3.
The answer to the determination as to whether it is greater than or not is affirmative (Yes), and the process proceeds to step 29, where the flag F1 is set to 1, and then the process proceeds to step 30. In step 30, the flag F
2 is O or not, but since this flag F2 is still set to O, the answer to the judgment is affirmative (Yes), and the process moves to step 31 where the flag F2 is set to O.
Set 1 to 2.

Next, in step 32, the variable D32 is set as the variable value D33.
Store the value of . This D32 value is the D value used when the speed ratio e is within the reference value region, that is, the D value used in step 28.
This is the same as the D value set in . In addition, FIG. 10 shows a change in the diameter values of D32 and D33 over time together with a change in the speed ratio e. In this case, the diameter values of the variables etc. are shown only as increases and decreases based on the value set when the speed ratio e value is in the reference value region. Then step 3
In Step 3, a predetermined value T4 (for example, 0.4 seconds) is set in the timer, and in Step 34, the variable value used for the current control is set, and a value obtained by adding x6 (for example, 6) to D33 used for the previous control is set. After that, steps 41 to 46 and 1 described below
4, return to step 2 in FIG. 5 and re-execute.

What should be noted here is that when the speed ratio e is in the reference value region immediately before entering the fine adjustment region, that is, (i
The timer period T3 set at the time of tlo of ll) is t
There is no time-up until the time point 111 is reached, but when the speed ratio e reaches the discrimination value e3, that is, the lower limit value of the fine adjustment region N
At point +, the timer is immediately reset to the value T4 (step 33), and control is repeated using the value of D set at step 34 until the T4 period has elapsed. When step 30 is reached through such repetition, step 31 is executed in the previous loop.
Since flag F2 is set to 1, step 30
The answer is negative (No) and the process moves to step 35, and since the timer period T4 has not yet expired, the answer to the question of whether or not the timer period has elapsed in step 35 is negative (No). 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 033 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 it is 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, that is,
If it returns to the reference value area again at time N2, the answer in step 3 will be affirmative (Yes), and the process will proceed to step 20, where the flag F1 will be set to 0. In the next step 21, in this case, the flag F3 will be set to 0. Since it is still set to , the process skips over this and moves to step 24. Since flag F2 was set to 1 in step 31, the answer to step 24 is affirmative (
Yes), the process moves to step 25, sets the flag F2 to 0, skips step 26, and moves to step 27, where the predetermined value T3 is set in the timer. In other words, skipping step 26 and moving to step 27 means:
This means that the timer is reset as soon as the speed ratio e returns to the reference value range.

Next, in step 28, the value D32 stored in step 36 in the previous loop is set as the variable value, and the duty ratio of the opening time of the third electromagnetic valve 24Q is controlled at the duty ratio of the stage indicated by the value of D32.

Then, even at time ti3, when the speed ratio e has passed the timer period T3, as long as it is within the reference value range, the T value is set in the timer again (step 27), and the D value remains unchanged from time 1+4 onwards. Same value D32 (step 2
8) controls the duty ratio.

In the case of (al) in Figure 10, the speed ratio e exceeds the reference value area and enters the fine adjustment area for a short period of time (period shorter than the timer period T4)
This is the case when only one person enters. In other words, since the speed ratio e has entered the fine adjustment region, as a result of correction with a large value x6 at the time ti1, the timer period T4 does not elapse at t1.
The fact that it immediately returned to the reference value area at time 2 means that the x6 value is too large.Therefore, at time N2 when it returned to the reference value area, in the reference value area immediately before exceeding the reference value area, it returned to the reference value area at point 11a. By controlling the duty ratio using the value obtained by adding the small correction value x3 to the variable value set in , the speed ratio e is maintained in the reference value region.

In the case of (b) in Figure 10, the speed ratio e has 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. However, it does not return to the standard value area immediately and stays in the fine adjustment area for a long time.
This is a case where the timer remains (for a time longer than the timer period T4). In this case, immediately before exceeding the reference value area and entering the fine adjustment area, the time period during which the speed ratio e value remains in the fine adjustment area is determined by adding the x6 value to the D value set at time 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 speed ratio.

Therefore, in the case of (bl in this FIG.
Steps 9 to 34 are executed respectively, and steps 29, 30, 35 and 36 are executed from the time t16 until the time t+'' is reached. Then, when the time N''+ is reached, the timer period T4 starts. By time-up to
If the answer to step 35 is affirmative (Yes), the process moves to step 37 and sets flag F3 to 1. Then, in step 38, the value used in the previous loop is written in D33 as a variable value. Then, in step 39, the timer is set to the T4 value again, and in step 40, the D value is set to the value X3.
Set the value by adding (for example, 1). and tl
At point Q, steps 29, 30, 35 and 36 are executed again until the timer period T4 times up, and in step 36, the value x3 is added to the D33 value as the D32 value.
The value added is memorized. If the speed ratio e is still in the fine adjustment region at the time, step 37.
38 respectively. The execution of steps 37 and 38 means that the D33 value is updated to a value obtained by adding the value x3, and in step 40, the D value is further updated by the value x3.
is added, the duty value increases again, and duty ratio control is repeated with this value. And't19
At this point, when the speed ratio e returns to the reference value region, steps 20 and 21 are executed. The answer to step 21 is affirmative (Yes) because flag F3 was set to 1 in step 37.
), the flag F3 is set to O in step 22, the flag F2 is set to O in step 23, and the process skips step 24 to step 26, where it is determined whether or not the timer period T4 has timed out. Skipping step 24, ie, not determining flag F2, means that the speed ratio e is changing slowly. If the speed ratio e is changing 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 it reaches the point L"19, and then controls the duty using the duty value set in the previous loop as it is. Then, when it reaches the time t"19, the answer of step 26 is If the answer is yes, the timer is set to the T3 value in step 27, and the value D32 is set to the variable value in step 28. This D32 value is the value set immediately before the fine adjustment area set in step 36 is extracted.

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

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

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

FIG. 11(a) shows the case where the speed ratio e passes through the fine adjustment region in a short time and enters the region where the solenoid is turned on.
FIG. 11(b) shows the case where the speed ratio e takes a long time to pass through the fine adjustment region and enters the region where the solenoid is turned on. In both cases of (a) and (bl 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 The (alO side in Fig. 11 is set to a larger value than the (bl side).

That is, when the speed ratio e increases from t 29 at ta> in FIG. 11 and enters the fine adjustment region at t 30, the answer to step 2 in FIG. Steps 29 to 34 are executed in the same manner as described above. At this time, the D value and the D33 value are respectively 1×6 (for example, 4) and ±0 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 value X3 is set to the D33 value.
The value obtained by adding (for example, 1) is stored as the D32 value. At this time, the flag F3 remains O. In this state, if the speed ratio e exceeds the fine adjustment region before the timer period T4 elapses (at time t31), the determination as to whether the speed ratio e in step 1 in FIG. The answer is affirmative (Yes), and the process moves to step 47 where flag F2 is set to 1, and flag F3 is set to 1 in step 48.
is set. As mentioned above, the flag F3 remains at 0 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 XS is set 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 in (a) of FIG. 11, the answer to step 2 of FIG. 7 becomes affirmative (Yes), and the flag F1 is set to 1 in step 29. The answer to step 30 is negative because flag F2 was set to 1 in step 47 of the previous loop.
Proceed to step 35.

The answer to step 35 is affirmative (Yes) because the timer was set to O in step 54 of the previous loop.
In step 37, the flag F3 is set to 1, and in the next step 38, the D value (+x5, hitting +6) is stored as the D33 value. Then, in step 39, the timer is set to the predetermined value T.
4, and in step 40 the value of D+x3 (i.e. +6
+1 = +7) is stored as a new value, and in step 36 of the next loop, the value of D33+)l (i.e. +6+1
=+7) is stored as a [)32 value.

Thereafter, at time t33, the speed ratio e continues to enter the fine adjustment region, so steps 29, 30°35.3
Execute steps 7 to 40, respectively. D value (+7) in step 38
is stored as a D33 value, and in step 40, the value of l)+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, where the value of D33+X3 (+8) is stored as the D32 value. Next, when the speed ratio e enters the reference value region at 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. From then on, as long as the speed ratio e is within the reference value region, the D value is not changed. to control the duty ratio.

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+X[) is stored as the D value, and in step 36 of the next loop, 033+XJ (+1) is stored as D32.
Store as a value. Since the speed ratio e is still in the fine adjustment region at time t3e after the period T4 has elapsed, step 2
9, 30. Execute 35 and 37 respectively, and proceed to the next step 3.
8, store the D value (+4) as the D33 value, and proceed to step 3.
9.40 respectively, and in step 40, the value of D+x3 (+5) 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 change state of is positive, and 1 is set in flag F3. Therefore, the answer to step 48 is affirmative (Ye
s), the process moves to step 49 and the value of D33+X4,
That is, +5 is set as the D value, then step 52 is executed, and if the answer is affirmative (Yes), step 53 is executed.
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 D32 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.
The value 3+X3=+6 is stored as the D32 value.

Thereafter, when the speed ratio e enters the reference value region at time t 39, when the T4 period has not elapsed, the speed ratio e enters the reference value region at t 1 of
Controlled by the same effect as at time 2 to t13, t40
After passing through time t41, the duty ratio is controlled without changing the value of D as long as the speed ratio e is within the reference value range.

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 D31 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 is applicable to any automatic transmission for a vehicle that is equipped with other types of fluid couplings, etc. It is.

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

(Effects of the Invention) As detailed above, according to the direct coupling mechanism control method of a fluid power transmission device for a vehicle automatic transmission of the present invention, the second predetermined rotational speed representative of the rotational speed of the output member of the fluid power transmission device is determined. detecting a parameter value, and determining a predetermined reference range value of a predetermined parameter value representing a relative slip amount of the output member of the hydraulic power transmission device based on the detected second predetermined parameter value. It is something.

Therefore, it is possible to improve fuel efficiency and power transmission characteristics depending on the vehicle speed.

[Brief explanation of drawings]

Fig. 1 is a schematic diagram of an automatic transmission for a vehicle to which the direct coupling mechanism control method of the present invention is applied, Fig. 2 is a hydraulic control circuit diagram of the automatic transmission for the same vehicle, and Fig. 3 is a diagram of the direct coupling clutch of Fig. 2. 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 performed in step 5 of the figure, FIG. 7 is a sub-flowchart showing the control procedure performed in step 17 of FIG. 6, and FIG. A graph showing the relationship between speed ratio and duty ratio in control when the timer period is varied and the speed ratio moves from the weak engagement force region through the reference value approximation region and enters the reference value region. Figure 9 shows the correction value of the duty ratio. Fig. 10 is a graph showing the relationship between the speed ratio and duty ratio in control when the speed ratio changes from the weak engagement force region through the reference value approximation region and enters the reference value region with different timer periods and the same timer period. This shows the relationship between the speed ratio and duty ratio in control when the speed ratio 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. Graph, Figure 11 is a graph showing the relationship between speed ratio and duty ratio in control when the speed ratio goes from the reference value region to the fine adjustment region and enters the region where the solenoid is turned on, and then returns to the reference value region again. It is. T...Torque converter (hydraulic power transmission device),
2... Pump impeller (input member), 4... Turbine impeller (output member), Cd... Direct coupling clutch (direct coupling mechanism)
.

Claims (1)

[Claims] 1. The first predetermined parameter value representing the relative slip amount of the input and output members of the hydraulic power transmission device having an input member and an output member is a predetermined reference range value set in advance. In the direct coupling mechanism control method for a fluid power transmission device for a vehicle automatic transmission, the method for controlling a direct coupling mechanism of a fluid power transmission device for a vehicle automatic transmission variably controls the transmission capacity of a direct coupling mechanism that mechanically engages the input and output members so that the rotational speed of the output member is Detecting a second predetermined parameter value representative of the parameter value, and determining the predetermined reference range value based on the detected second predetermined parameter value. Directly coupled mechanism control method for equipment. 2. When the second predetermined parameter value indicates a larger rotational speed of the output member, the predetermined reference range value is determined to be a higher value. A direct coupling mechanism control method for a fluid power transmission device of an automatic transmission for a vehicle as described above. 3. The fluid power transmission device for an automatic transmission for a vehicle according to claim 1, wherein the first predetermined parameter is a ratio of the respective rotational speeds of the input member and the output member. Directly coupled mechanism control method. 4. The fluid power transmission device for an automatic transmission for a vehicle according to claim 1, wherein the first predetermined parameter is a difference between the rotational speeds of the input member and the output member. Directly coupled mechanism control method.