JPH0374672A - Control method for automatic transmission having direct coupling clutch - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed Description of the Invention] Industrial Field of Application The present invention relates to a control method for an automatic transmission equipped with a direct coupling clutch, and particularly relates to a control method for an automatic transmission equipped with a direct coupling clutch, and in particular, to avoid a feeling of busy shifting caused by the direct coupling clutch being released against the driver's will. It is related to technology that prevents this from happening.

Conventional technology Automatic transmissions equipped with direct coupling clutches are known, for example, from Japanese Patent Application Laid-open No. 58
As described in Publication No. 30558, etc., it is equipped with a hydraulic torque converter with a direct coupling clutch, a transmission mechanism such as a planetary gear device, and a transmission control device, and the above-mentioned Usually, the engagement and disengagement of the direct coupling clutch can be switched. The above engine output requirement is the throttle fJ
Parameters such as Jj, accelerator operation amount, or fuel injection amount are used.

FIG. 4 is an example of switching data for switching the direct clutch in relation to the throttle opening degree and vehicle speed.
), at each overdrive gear (0/D), the switching line is set roughly in a step-like manner based on the throttle opening and vehicle speed, and the vehicle speed and throttle opening increase to improve fuel efficiency. When the direct coupling clutch is to be engaged, it is switched to the engaged state with the solid line in the diagram as the boundary, and when the vehicle speed or throttle opening is decreased and the direct coupling clutch is to be released, the direct coupling clutch is switched to the disengaged state with the dashed line in the diagram as the boundary. can be switched to In addition, “OFF→ON” and “0N4” in the diagram
OFF” means from release to engagement of the direct clutch, respectively.
and shows switching from engagement to disengagement.

Problems to be Solved by the Invention However, in this type of control method, if the driving state of the vehicle is near the switching line of the direct clutch, even a slight change in the throttle opening may cause the direct clutch to change according to the driver's intention. On the other hand, it may be switched to the released state, or a busy shift feeling may occur where engagement and disengagement are repeated near the boundary of the switching line.

Specifically, referring to the direct coupling clutch switching data shown in FIG. 4, for example, when the throttle opening increases from point 3 to point 0 after switching from the released state to the engaged state at point A, If switching is not performed, but the throttle opening increases from point B' to point C' after switching from the released state to the engaged state at point A, the amount of increase in throttle opening will be equal to the increase in the throttle opening described above. The torque is switched from the engaged state to the disengaged state even though it is smaller than the increase from the point to the zero point, and contrary to the driver's wishes, who was trying to increase the torque slightly, the torque has a torque amplifying effect due to the release of the direct coupling clutch. Power is transmitted through the converter and torque is increased more than necessary. Also, in the diagram, for example, between points D and E, there is a switching line from release to engagement and from engagement to release, so if the throttle opening slightly increases or decreases beyond that switching line, a busy shift feeling will occur. It happens.

The present invention has been made against the background of the above-mentioned circumstances, and its purpose is to prevent the direct clutch from being switched against the driver's will and from causing a feeling of busy shifting.

Means for Solving the Problem In order to achieve this objective, even if the engine output demand such as throttle opening increases after the direct coupling clutch is switched to the engaged state, the amount of increase must be above a certain level. It is only necessary to prevent the engine from releasing, and the present invention provides a method for controlling the output rotation of the engine by directly connecting a torque converter that amplifies the engine torque and transmitting it to the transmission mechanism, and the output shaft of the engine and the input shaft of the transmission mechanism. A control method for an automatic transmission comprising a direct coupling clutch that directly transmits the transmission to a transmission mechanism, and switching engagement and disengagement of the direct coupling clutch in relation to at least an engine output requirement, the method comprising: (a) when the direct coupling clutch is engaged; (b) when the direct coupling clutch is released, the engine output requirement at that time is the engine output requirement detected in the engine output requirement detection step; It is determined whether or not the switching tolerance is greater than the switching tolerance by a predetermined amount, and if the switching tolerance is greater than the switching tolerance, release of the direct coupling clutch is permitted, but the switching tolerance is smaller than the switching tolerance. and a determination step of not permitting release of the direct-coupled clutch.

Here, the predetermined amount may be a constant value, a constant percentage of the required engine output, or may be set to a different size depending on the gear position, vehicle speed, required engine output, etc. It's okay to be.

Operation and Effects of the Invention According to such a control method, the required engine output amount such as the throttle opening when the direct coupling clutch is switched from the disengaged state to the engaged state is detected, and then the required engine output amount increases. Even if the engine output requirement is changed to the engaged state, disengagement of the direct coupling clutch is not permitted while the engine output requirement is smaller than a switching tolerance value that is a predetermined amount larger than the engine output requirement when the engagement state is switched. For,
This prevents the direct clutch from releasing against the driver's will and from causing a busy shift feeling.

EXAMPLE Hereinafter, an example of the present invention will be described in detail based on the drawings.

FIG. 1 is a configuration diagram illustrating an example of an automatic transmission for a vehicle in which the control method according to the present invention is suitably implemented.
It is composed of 4.

In the torque converter 10, an output shaft 18 of an engine (not shown) is connected to a pump impeller 16, and an input shaft 22 of a transmission mechanism 12 is connected to a turbine impeller 20 on the driven side. By being combined with the impeller 23, the rotational torque of the engine converted into fluid energy is amplified along its torque ratio characteristic curve and transmitted to the transmission mechanism 12.

A lock-up clutch CL (hereinafter referred to as L/U clutch CL), which is a direct clutch of this embodiment, is concentrically and integrally provided in the torque converter 10, and a hydraulic actuator controlled by the speed change control device 14. When the L/IJ clutch CL engages with the member of the output shaft 18, the input shaft 22
is selectively directly connected to the output shaft 18, so that the output rotation of the engine is directly transmitted to the transmission mechanism 12. The L/U clutch CL is designed to operate at a predetermined L/U clutch in order to improve fuel efficiency, driving performance, etc.
The engaged state and released state are selectively switched based on the U clutch switching data and other conditions.

The transmission mechanism 12 includes three single-binion planetary gear devices 24 . ．． 26, 28, the input shaft 22 and the output shaft 30, and the planetary gear device 24
, 26.28 are sun gears 24s and 26, respectively.
s, 28s, its sun gear 24S.

Planetary gears 24P and 2 mesh with 26s and 28s, respectively.
6P, 28P, and a ring gear 24r meshing with the planetary gears 24p, 26P, and 28P, respectively.

26r, 28r, and the planetary gears 24p, 26p,
carriers 24c rotatably supporting 28p,
It is equipped with 26c and 28c. The input shaft 22 and carrier 24c are integrally connected to each other, and the sun gear 26
s and 28s are integrally connected to each other, and ring gear 26r, carrier 28c, and output shaft 30 are integrally connected to each other. Note that the output shaft 30 is connected to the drive wheels of the vehicle via a differential gear device.

The transmission mechanism 12 also includes a clutch C1% that selectively connects the input shaft 22 and the carrier 24c with the sun gear 24s, a clutch C2z that selectively connects the ring gears 24r and 28r, and a clutch C2z that selectively connects the ring gear 24r and the sun gear 2.
Clutch C3 selectively connects 6s and 28s;
Brake BI that selectively connects sun gear 24s to housing 32 + Brake BZ that selectively connects sun gears 26s and 28s to housing 32, sun gear 26s
and a brake B3 that selectively connects the carrier 26c to the housing 32 via the one-way clutch F2, and a brake B that selectively connects the carrier 26c to the housing 32.
4 is provided. Further, a one-way latch F is provided between the input shaft 22 and the carrier 24c and the sun gear 24S.
t is arranged, and the carrier 26c and the housing 32
A one-way latch F3 is provided between the two.

Note that connecting members are appropriately provided between the above-mentioned elements as necessary. Furthermore, since the torque converter 10 and transmission mechanism 12 are constructed symmetrically with respect to the axis, the lower side of the axis is omitted in FIG.

On the other hand, the above clutch Cr + C! l C3, and brakes B, B, B! , Bi is composed of, for example, a multi-disc clutch or a band brake having one band or two bands wound in opposite directions, each of which is actuated by a hydraulic actuator, and the speed change is controlled by a hydraulic actuator. The control device 14 controls the operation of these hydraulic actuators, so that the gear ratio (rotational speed of the input shaft 22/output shaft 3) is adjusted as shown in FIG.
Four forward speeds and one reverse speed are obtained, each having a different rotational speed (0 rotational speed). “1st”, “2nd” + “3r”
d" and "O/D" respectively represent the forward-side first gear, second gear, third gear, and O/D (overdrive) gear, and the above gear ratio is the first gear. O/D from stage
It gradually decreases as you move toward the gears. Also, “Re
v'' represents a reverse gear.

The speed change control device 14 is a hydraulic control device 3 equipped with a switching valve and the like.
4 and a microcomputer 36 that controls the operation of the hydraulic control device 34. The hydraulic control device 34 includes three solenoids Nα1, No. 2, No. It is controlled by Nα3. Solenoids Nα1 and Nα2 are related to the transmission mechanism 12;
By selectively energizing the two solenoids 1 and Nα2, the four forward gears are appropriately switched. Further, the solenoid Nα3 is related to the L/U clutch CL, and thereby the L/U clutch CLO is switched between an engaged state and a disengaged state.

The microcomputer 36 includes a vehicle speed sensor 38.
Throttle opening sensor 40. Shift range sensor 4
2. A vehicle speed signal Sv, a throttle opening signal Sθ2, a shift range signal SP, and a brake signal SB are supplied from the brake sensor 44, respectively. These signals SV, Sθ, SP, and SB represent the vehicle speed V (km/h), throttle valve opening θ (%), shift range, and presence or absence of brake operation, respectively. .42 and 44 are each constituted by a known appropriate detection means such as a rotation detector.The throttle opening θ is used as one parameter representing the engine output requirement. Range means the operating position of the shift lever, and in this embodiment, as shown in FIG.
Six ranges can be selected: R'', @P'', and N'''.

The microcomputer 36 also stores in advance information such as gear change, L/U clutch change, tying time jl+L2+j3 for these changes, addition amount Δθ of throttle opening for regulating downshift, (% ), L
Data regarding the addition amount Δθ% of the throttle opening for regulating the release of the /U clutch C4, etc. are stored.

The gear changeover data is data for changing the gear in relation to the vehicle speed V and throttle opening θ of the automobile, and is set for shift ranges "D" and "2" each having a plurality of gears. Figure 3 shows an example of gear change data in the "D" range, which is set in a step-like manner in the orthogonal coordinates of the vehicle speed V and throttle opening θ, and the solid line indicates the shift to a gear with a smaller gear ratio. This is a shift changeover line, and the broken line is a downshift changeover line for switching to a gear position with a larger gear ratio. In addition, 11″ 2″ and 3′″ O/D in the diagram are
1st gear, 2nd gear, 3rd gear, 0/D respectively.
It represents the gear stage.

1. /U clutch switching data is data for engaging (ON) or releasing (OFF) the L/U clutch CL in relation to the vehicle speed V and throttle opening θ of the automobile,
The shift ranges "D" and "2" each have a second gear, a third gear, or a 0/D gear. Figure 4 shows an example of the L/U clutch switching data in the "D" range, which is set in a stepped manner in the orthogonal coordinates of the vehicle speed ■ and the throttle opening θ, and the solid line indicates the L/U clutch CL switching data at each gear stage. The broken lines are the switching lines when the L/[J clutch CL is released at each gear stage.

The timing times t l + t t, t s are for temporarily releasing the L/U clutch CL at the time of gear change in order to smoothly change gears, as shown in Fig. 5. , the timing time t1 is the time T when it is determined to change the gear based on the gear change data, and the time T when the gear is actually changed.
, and the timing time t2 is the above-mentioned time T, the time Tc at which the mustard/U clutch CL should be released.
The tying time t3 is the time interval from the above-mentioned time T to the time Td at which it is safe to engage the L/U clutch C4. The above tying time t! is set to be thicker than the tie-breaking time t in the case of an upshift, and is set to be smaller than the tie-breaking time tl (O in this embodiment) in the case of a downshift. And these timing times jl+L2
For example, as shown in FIG. 6, +j3 is set depending on the operating state of the L/U clutch CL at the time of gear change, the gear to be changed, and whether the change is an upshift or a downshift. .

The addition amount Δθ1 of the throttle opening degree for regulating the downshift is for regulating the downshift regardless of the gear change data, depending on the magnitude of the throttle opening degree θ when the downshift is performed. , if the throttle opening θ is smaller than the switching permissible opening obtained by adding the addition amount Δθ to the throttle opening θU when an upshift is performed to the relevant gear, the downshift is not permitted. It is for. This additional amount Δθ.

For example, as part of the data is shown in Figure 7, the data indicates whether a downshift occurs against the driver's will, depending on the vehicle speed V at that time and the throttle opening θU at the time the upshift was performed. The size is set so that no busy shifts occur or busy shifts occur.

Note that the units of the throttle opening degree θU and the addition amount Δθ1 in FIG. 7 are both percentages (%) of the fully open throttle valve.

The additional amount Δθ2 of the throttle opening for regulating the release of the L/U clutch CL depends on the magnitude of the throttle opening θ when the L/U clutch CL is engaged, regardless of the L/lJ clutch switching data. Throttle opening degree θ when the throttle is switched from the released state to the engaged state. Addition amount Δθ2 to 7
This is to disable switching to the released state if the throttle distance θ is smaller than the switching allowable opening degree (switching allowable value) obtained by adding . The data for the addition amount Δθ2 is, for example, the vehicle speed V at that time and the throttle opening degree θ at the time the lock-up engagement was performed, as partially shown in FIG. , and is set to a size that does not create a feeling of busy shifting, where the L/U clutch CL is released against the driver's will. Note that the throttle distance θ in FIG. The units of addition amount Δθ2 are both percentages (%) of the fully opened throttle valve.

Each of the above data is set in advance in a storage device such as a ROM of the microcomputer 36 using a data map or the like, and the microcomputer 36 uses the temporary storage function of the RAM and performs signal processing according to a program preset in the ROM. and solenoid Ntxl, N112 based on each of the above data according to the driving state of the vehicle.
．． By energizing Nci3, the operation of the clutch and brake of the transmission mechanism 12 is controlled to move forward 4.
At the same time as changing the gear position, the L/U clutch CL
Switch and control. The above-mentioned FIG. 2 shows the gears in each shift range, the solenoid used to establish the gears,
This shows the operating status of the clutch, brake, and one-way clutch, and rQ,,r)< in the solenoid column.
", r*" are respectively excited states.

It represents a non-energized state and an energized state only when the L/U clutch CL is engaged. In addition, "o" in the clutch and brake column represents the engaged state,
No mark indicates a non-engaged state. Further, "Δ" in the one-way clutch column indicates that the clutch is engaged when the engine is driven, and no mark indicates that it is not engaged.

Next, an example of the operation of the speed change control device 14 will be explained with reference to flowcharts shown in FIGS. 9 to 11. In addition, here, the shift lever is "D" which has multiple gears.
Or, the case where the selection operation is performed to the "2" range will be explained.

First, in step S1, signals SV and Sθ are generated.

After SP and SB are read, in step S2,
The gear position and L/U clutch switching data are respectively set according to the shift range represented by the signal SP.

In step S3, it is determined whether or not the gear should be changed based on the gear change data set above, the signal SV, the vehicle speed represented by Sθ, and the throttle opening θ, and it is determined that the gear should be changed. If this is done, then the gear stage switching routine of step S4 is executed, and if not, the L/U clutch switching routine of step S5 is executed.

In the gear change routine, as shown in FIG. 10, it is first determined in step Q1 whether or not the gear change is a downshift, and in the case of a downshift, steps Q12 and subsequent steps are executed. If not,
That is, in the case of an upshift, step Q2 is immediately executed.

In step Q2, it is determined whether or not the flag F2 is 1. If it is not 1, the flag F2 is set to 1 in step Q3, and the timer TMI is reset to start a new time measurement.

This flag F2 is set to O when the gear change is performed in step QIO in the figure, so it is initially 0 when a new gear change is determined in step S3, and 7477M1 is When a new gear change is determined and step Q2 is executed, the time after that is measured.

In the next step Q4, the timing time j l+ L is determined from the data map shown in FIG. 6, depending on the operating state of the L/U clutch CL, the gear to be changed, and whether the change is an upshift or a downshift.

t, are set respectively. Subsequently, step Q5 is executed, and it is determined whether or not the counting time T+ of the timer TMI is greater than the timing time t, in other words, whether or not the time at which the gear stage should be changed has been reached. If it is larger than tl, step Q6 is executed next, but if not, timer TM2 is reset in step Q9l, and the gear change routine ends.

In step Q6, it is determined whether or not the gear change is an upshift, and if it is an upshift, the gear is changed in step Q7, and
In step Q8, the throttle opening θU at this time is detected and stored based on the throttle opening signal Sθ.

Also, the next step Q9. In QIO, flag F1.
After each F2 is set to 0, step Q11 is executed and the gear changeover routine ends. Above step Q
The throttle opening degree θU stored in step Q7 is updated every time an upshift is performed in step Q7.

On the other hand, in the case of a downshift, it is determined in step Q12 whether the flag F1 is 0 or not.

This flag Fl is set to O in step Q9 when the previous gear change is an upshift, and is set to 1 in step Q16 when the previous gear change is a downshift. If it is a downshift, steps Q2 and subsequent steps are executed, and the gear stage is changed in step Q15, and after flag F1 is set to 1 in step Q16, steps QIO and Qll are executed.

Further, if the determination in step Q12 is YES, that is, if the previous gear change was an upshift and the current gear remains the upshifted gear,
Subsequently, step Q9S is executed. This step Q1
3, the addition amount Δθ1 shown in FIG.
The corresponding addition amount Δθ1 is read out from the data map based on the throttle opening θU and the current vehicle speed at the time of the previous upshift stored in step Q8, and the current throttle opening θ is calculated based on the throttle opening θU and the current vehicle speed. Add amount Δθ to degree θU.

It is determined whether or not the opening degree is greater than or equal to the switching allowable opening degree (θU+Δθ1). If the throttle opening θ is equal to or greater than the switching allowable opening (θU+Δθ, ), steps Q2 and subsequent steps are executed, but the switching allowable opening (θU+Δθ,
1), step Q14 is executed.

In step Q14, the current throttle distance θ
It is determined whether or not is larger than a predetermined throttle opening θA1, and if it is larger, steps Q2 and subsequent steps are executed in the same way as above, but if not, the gear is changed without changing the gear. End the routine.

The throttle opening degree θ□ is an opening degree at which it is clear that the driver is operating the accelerator pedal with the intention of downshifting, and is set to, for example, about 95%, and in that case, step L12 is performed. This allows the gear shift to be changed regardless of the judgment result.

The gear change routine is executed by each of the above steps, but since the 5477M2 is reset each time the execution from step Q2 onwards is repeated, the gear change routine is not executed when the gear is changed. The time since then will be counted.

On the other hand, in the L/U clutch switching routine of step S5, as shown in FIG.
In step 5, it is determined whether the counting time TI of the timer TMI is greater than the timing time t2, in other words, whether the time at which the L/ll clutch C4 should be released after the gear change judgment has been made is determined. If the time is greater than the time t2, the flag F3 is set to 1 in step S2; otherwise, the flag F3 is set to 0 in step S5. Subsequently, step L4 is executed,
Based on the L/U clutch switching data, a signal SV,
It is determined whether the vehicle speed V and the throttle opening degree θ represented by Sθ are within the range in which the L/U clutch CL should be engaged, and if they are within the range, the flag F4 is set to O in step S5. If not, step 5
In this case, flag F4 is set to 1.

Further, in step S5, the brake is in the operating state 1! based on the signal SB. (ON), and if it is in the operating state, the flag F
5 is set to 1, and if not, the flag F5 is set to O in step S5. In step L12, it is determined whether the throttle opening θ is fully closed (θ=0) or not based on the signal Sθ, and if it is fully closed, step L12
Step L after 5477M3 is reset in
12 is executed, otherwise step L is executed immediately.
12 is executed. In step L12, 547
Whether the counting time TI of 7M3 is smaller than the predetermined time t4, in other words, whether the throttle distance θ is fully closed or whether only a short time has elapsed after the throttle valve was opened after fully closing. If it is smaller than time t4, flag F6 is set to 1 in step L13, otherwise flag F6 is set to O in step L14. These steps L7 to L14 are
It is not preferable to engage the L/U clutch C4 when the brake is in operation or when the throttle opening θ is fully closed.
This step is provided to release the L/U clutch CL regardless of clutch switching data.

Subsequently, step L15 is executed, and it is determined whether the counting time T2 of the 5477M2 is greater than the timing time t3, in other words, the time period during which it is acceptable to engage the L/'U clutch C4 after the gear is changed. It is determined whether or not the time has been reached, and if it is greater than the time t3, the flag F3 is set to O in step L16.

In subsequent steps L17 and L18, the instruction to release the L/U clutch CL determined in step L4 is reconsidered to ensure that the release does not cause an unexpected increase in torque or a feeling of busy shifting to the driver. In steps 1 and 17, the L/U clutch CL detected and stored in step L23 described later from the data map of the addition amount Δθ2 shown in FIG. 8 is engaged. Throttle opening degree θ when , and the corresponding addition amount Δθ are read based on the current vehicle speed V, and the current throttle distance θ is equal to the throttle opening θ. .

The switching permissible opening degree (θ.) is obtained by adding the additional amount Δθ2 to

It is determined whether or not the value is greater than or equal to +Δθ. If the throttle opening θ is greater than or equal to the switching allowable opening (θ.7+Δθ2), steps L20 and subsequent steps are executed; however, if it is smaller than the switching allowable opening (θ.7+Δθ2), step L18 is executed. be done. In addition, the current throttle opening θ
and throttle opening θ. , θ is the switching allowable opening degree (θ
. Of course, it is also possible to determine whether or not the value is greater than or equal to 7+Δθt).

In step L1B, the current throttle opening θ
is larger than a predetermined throttle opening θ□, and if larger, step L is performed in the same way as above.
20 or less is executed, but if not, the flag F4 is set to 0 in the subsequent step L19 to restrict release of the L/U clutch CL. The above throttle opening θ. is the opening degree where it is clear that the driver is operating the accelerator pedal with the intention of increasing torque, for example, 95
%, in which case step L1
1. Regardless of the judgment result in 7. This allows switching of the /U clutch C4.

Thereafter, in step L20, it is determined whether or not flags F3 to F6 are all O. If all are O, L/U clutch CL is engaged in step L21, and if not, that is, flags F3 to If even one F6 is 1, the L/U clutch C4 is released at the stem L22.

Then, when the switch/U clutch C2 is switched to the engaged state in step L21, the next step L
At step 23, the throttle opening degree θ at that time is detected and stored.

The L/υ clutch switching routine is executed by each of the above steps, but in this embodiment, the step L23 is the throttle opening θ as the engine output requirement when the L/jl clutch C4 is switched to the engaged state. . The above-mentioned step L17 corresponds to the engine output required amount detection step of detecting the switching allowable opening degree (θ.1
+Δθ2) This corresponds to the determination step of regulating release of the L/U clutch CL.

With the above, the L/U clutch switching routine is completed.
By repeatedly executing steps Sl-S5,
The gear position and the L/lJ clutch CL are appropriately switched depending on the driving condition of the vehicle.

Here, in the automatic transmission of this embodiment, L/
Throttle opening degree θ when U clutch C4 is switched to the engaged state. 7 is detected and stored [step L23],
Even if the throttle opening degree θ increases after that, the throttle opening degree θ is the above-mentioned throttle opening degree θ. The switching permissible opening (θ.) is larger than 7 by a predetermined addition amount Δθ, unless the throttle opening θ is larger than θ^2, the throttle opening θ is L. Since the L/U clutch CL is not released even if it changes beyond the switching line to the release side in the /U clutch switching data [Steps L17 and L18]
This prevents release of the L/U clutch CL against the driver's will and the occurrence of a busy shift feeling.

That is, for example, in the gear change data shown in FIG. 4, after the L/U clutch CL is switched from OFF to ON at point A, the throttle opening θ changes from ON to O from point B'.
Even if it exceeds the FF switching line (broken line) and increases to point C', if the amount of change in throttle opening θ is less than the additional amount Δθ8 based on the data in Figure 8, ON→OFF switching will not be performed. Therefore, the L/U clutch C4 is released against the will of the driver who was trying to increase the torque slightly, so the torque is not increased more than necessary. There is a switching line between 0FF)ON and ON → OFF, but since ON → OFF switching is not performed as described above, even if the throttle opening θ increases or decreases beyond the switching line, There is no fear that a G-shift will occur.

Although one embodiment of the present invention has been described above in detail based on the drawings, the present invention can also be implemented in eleven other ways.

For example, in the above embodiment, the throttle opening degree θ was used as a parameter representing the required engine output amount, but instead of this, for example, in the case of a diesel engine, parameters such as the accelerator operation amount and the fuel injection amount can be used. may be used.

Furthermore, in the above embodiment, the vehicle speed V and the L/U clutch CL
Throttle opening degree θ when the is switched to the engaged state. 7
The addition amount Δθ is determined based on the throttle opening θ
. The allowable switching opening degree is determined by adding the additional amount Δθ2 to θ may be determined in consideration, or a constant amount or constant ratio may be added regardless of the operating condition. The permissible switching opening is the throttle opening θ. 7 can be determined in various ways.

Furthermore, although the switching line of the L/U clutch switching data in the above embodiment is set in a stepped manner in the orthogonal coordinates of the throttle opening θ and the vehicle speed V, the switching line is a straight line with 9 curves, 11 curves, etc. Also, the L/U clutch switching data need only be set in relation to at least the throttle opening θ, and can also be set in consideration of the driving state of the vehicle other than the vehicle speed V.

This also applies to the gear change data.

Further, in the above embodiment, the throttle opening degree θ is the throttle opening degree θ when the L/υ clutch C4 is switched to the engaged state in step L23. For example, when the addition amount Δθ2 is constant or θ. 7 multiplied by a certain percentage to set the allowable switching opening, the throttle opening θ. 7 by an additional amount Δθ2 or multiplied by a certain percentage may be stored.

Further, in the above embodiment, step L17°LlB, Li
2 is provided after the determination based on other conditions in steps L7 to L14, but instead of this, step L
5 and step high 0, those steps L17. L1B
, L19 may be provided, or Li2 and LlB may be provided between L4 and L6, and the positions of the steps in FIG. 11 may be changed as appropriate depending on the method of switching control, etc. .

Further, in the embodiment, in addition to step L4 in which engagement is determined based on the L/U clutch switching data, the L/U clutch is
Step L17. for regulating or permitting release of U clutch CL. L18. L19 is provided, but instead of this, in step L4, the switching line to the release side in FIG. 4 is set to the above-mentioned θ and θ. 7. It is also possible to make a correction in advance based on the Δθ value and to make a release judgment according to the corrected switching line.

In addition, in the embodiment described above, conditions such as presence or absence of brake operation and fully closed throttle opening were provided in order to restrict the engagement and release of the L/U clutch C4. Other conditions may be provided in addition to the above, and these conditions may not necessarily be taken into consideration.

Further, in the above embodiment, L/
Although the engaged state m and the disengaged state of the U clutch C4 have been switched, the switching of the L/U clutch C4 may be performed regardless of the switching of the gear stage.

Further, in the above embodiment, the L/11 clutch C
The switching data was set so that the engagement and disengagement of L were switched, but the L/U clutch C1 was now switched only in the 0/D gear, or only in the gear with the smallest gear ratio. It may be.

Although not illustrated, the present invention has undergone various changes and improvements based on the knowledge of those skilled in the art! ! It can be carried out by

[Brief explanation of drawings]

FIG. 1 is a configuration diagram illustrating an example of an automatic transmission that can suitably implement the control method of the present invention. FIG. 2 shows a gear position in the automatic transmission of FIG. 1 and an excitation state of the solenoid when establishing the gear position. It is a figure which shows the engagement state of an engagement element. FIG. 3 is a diagram illustrating an example of gear change data in the automatic transmission of FIG. 1. Figure 4 shows the L/R in the automatic transmission shown in Figure 1.
It is a figure explaining an example of U clutch switching data. FIG. 5 is a time chart illustrating the timing time in the automatic transmission of FIG. 1, and FIG. 6 is a diagram illustrating an example of the timing time data. FIG. 7 is a diagram illustrating an example of data regarding the addition amount Δθ1 of the throttle opening in the automatic transmission shown in FIG. Figure 8 is the first
Additional amount Δθ of throttle/torque opening in the automatic transmission shown in the figure
FIG. 2 is a diagram illustrating an example of data regarding No. 2; FIG. 9 is a flowchart illustrating an example of the operation of the automatic transmission shown in FIG. FIG. 10 is a flowchart illustrating the gear changeover routine of FIG. 9. FIG. 11 is a flowchart explaining the L/(I clutch switching routine in FIG. 9). 10: Torque converter CL: Lock-up clutch (direct clutch) θ: Throttle opening (required engine output) θ. Throttle opening degree Δθ2 when L/υ clutch is engaged: Addition amount (predetermined amount) Step L23: Engine output requirement detection process Step L17: Judgment process

Claims (1)

[Scope of Claims] A torque converter that amplifies the torque of the engine and transmits it to the transmission mechanism, and a torque converter that directly connects the output shaft of the engine and the input shaft of the transmission mechanism so that the output rotation of the engine is directly transmitted to the transmission mechanism. A control method for an automatic transmission, comprising a direct coupling clutch for transmitting data, and switching engagement and disengagement of the direct coupling clutch in relation to at least an amount of engine output required, the method comprising: a direct coupling clutch for controlling an automatic transmission; an engine output requirement detection step for detecting the engine output requirement, and when the direct coupling clutch is released, the engine output requirement at that time is greater than the engine output requirement detected in the engine output requirement detection step by a predetermined amount. Determine whether or not the switching tolerance is greater than or equal to the switching tolerance, and if it is greater than or equal to the switching tolerance, release of the direct-coupled clutch is permitted, but if it is smaller than the switching tolerance, release of the direct-coupled clutch is not permitted. A method for controlling an automatic transmission equipped with a direct coupling clutch, the method comprising: a determination step.