Direct-coupling clutch control method for an automatic transmission

• US 5,277,287 A
• Filed: 05/21/1992
• Issued: 01/11/1994
• Est. Priority Date: 12/20/1990
• Status: Expired due to Term

• Current Assignee: Mitsubishi Jidosha Kogyo Kabushiki Kaisha
• Original Assignee: Mitsubishi Jidosha Kogyo Kabushiki Kaisha
• Inventors: Ishii, Toshinori, Yano, Yuzo, Taki, Takahiro, Suzuki, Kenji, Furuichi, Yoichi
• Primary Examiner(s): Braun, Leslie A.
• Assistant Examiner(s): TA, KHOI QUANG
• Application Number:
  US07/886,350
• Time in Patent Office: 600 Days
• Field of Search: 192/0.076, 192/3.3, 192/3.31, 60/338, 364/424.4, 74/890
• US Class Current: 192/3.31
• CPC Class Codes: F16H 2059/405 Rate of change of output shaft speed or vehicle speed
• CPC Class Codes: F16H 59/48 Inputs being a function of acceleration
• CPC Class Codes: F16H 61/143 using electric control means

Abstract

A direct-coupling control method capable of improving fuel efficiency by performing slip direct-coupling control of a torque converter, in which a driving force transmission of an automatic transmission is operated under an approximate direct-coupling condition that permits slight slippage of the torque converter, in a predetermined operating range of the automatic transmission such as a low speed range thereof, and capable of positively detecting and preventing direct-coupling vibration caused by deterioration of hydraulic oil or the like. In the slip direct-coupling control, an occurrence of direct-coupling vibration is detected when a variation of a slip amount changing beyond predetermined upper and lower limit values is found a predetermined number of times during a predetermined period of time, or when a variation in the rotational rate of the output shaft of the torque converter still continues even after the slip direct-coupling control is interrupted for the reason that the rotational rate has varied beyond a permissible range. Upon detection of the direct-coupling vibration, the slip direct-coupling control is inhibited.

Claims

1. A direct-coupling mechanism control method for an automatic transmission in a vehicle including a driving force transmission installed between an internal combustion engine and an automatic transmission and which has an input-side driving force transmitting element coupled to a side of the internal combustion engine, an output-side driving force transmitting element coupled to the automatic transmission, and a direct-coupling mechanism for permitting the input and output-side driving force transmitting elements to be coupled to each other, for controlling a coupling state of the direct-coupling mechanism to be in any one of a fully direct-coupled state, in which the input and output-side driving force transmitting elements are integrally coupled to each other;

a slip direct-coupled state, in which torque transmission is permitted such that a rotational speed difference between the input-side and output-side driving force transmitting elements falls within a predetermined range; and

a non-direct-coupled state, in which the fully direct-coupled state and the slip direct-coupled state are released and in which torque transmission, through hydraulic oil, between the input and output-side driving force transmitting elements is permitted, the direct-coupling mechanism control method comprising the steps of;

(a) determining whether or not the internal combustion engine is running in at least one of a low rotation speed area and a decelerating area and controlling the direct-coupling mechanism to be brought in the slip direct-coupled state when it is determined that the internal combustion engine is running in at least one of the low rotation speed area and the decelerating area;

(b) determining whether or not a variation in a rotational rate of an input and output shaft of the automatic transmission goes beyond a first permissible range when the direct-coupling mechanism is controlled to be brought in the slip direct-coupled state;

(c) changing the direct-coupling mechanism from the slip direct-coupled state to the non-direct-coupled state when it is determined that the variation in the rotational rate of the input and output shaft of the automatic transmission goes beyond the first permissible range;

(d) determining whether or not the variation in the rotational rate of the input and output shaft of the automatic transmission goes beyond a second permissible range after the change to the non-direct-coupled state is made; and

(e) detecting generation of direct-coupling vibration attributable to the slip direct-coupled state when it is determined that the variation in the rotational rate of the input and output shaft of the automatic transmission goes beyond the second permissible range.

2. The method of claim 1, wherein said step (a) is repeated when it is determined in said step (b) that the variation in the rotational rate of the input and output shaft of the automatic transmission falls within the first permissible range.

3. The method of claim 1, wherein said step (a) is repeated when it is determined in said step (d) that the variation in the rotational rate of the input and output shaft of the automatic transmission goes beyond the second permissible range.

4. A direct-coupling mechanism control method for an automatic transmission in a vehicle, including a driving force transmission installed between an internal combustion engine and an automatic transmission and which has an input-side driving force transmitting element coupled to a side o the internal combustion engine, an output-side driving force transmitting element coupled to the automatic transmission, and a direct-coupling mechanism for permitting the input and output-side driving force transmitting elements to be coupled to each other, for controlling a coupling state of the direct-coupling mechanism to be in any one of a fully direct-coupled state, in which the input and output-side driving force transmitting elements are integrally coupled to each other;

a slip direct-coupled state, in which a rotational speed difference between the input-side and output-side driving force transmitting elements is brought in the vicinity of a target value which falls within a predetermined range; and

a non-direct-coupled state, in which the fully direct-coupled state and the slip direct-coupled state are released and in which torque transmission, through hydraulic oil, between the input and output-side driving force transmitting elements is permitted, the direct-coupling mechanism control method comprising the steps of;

(a) determining whether or not the internal combustion engine is running in at least one of a low rotation speed area and a decelerating area and controlling the direct-coupling mechanism to be brought in the slip direct-coupled state when it is determined that the internal combustion engine is running in at least one of the low rotation speed area and the decelerating area;

(b) determining whether or not the rotational speed difference between the input-side and output-side driving force transmitting elements of the driving force transmission falls within an allowable range;

(c) storing a number of times by which the rotational speed difference changes such that the rotational speed difference of said step (b) is greater than an upper limit value which is larger than the target value, and is lower than a lower limit which is smaller than an target value; and

(d) detecting generation of direct-coupling vibration attributable to the slip direct-coupled state when a predetermined number of times of the change in the rotational speed difference, stored in step (c), is reached.

5. The method of claim 4, further comprising the step of:

(e) detecting load of the internal combustion engine;

said step (a) being repeated when a variation in the load of the internal combustion engine is detected, even if the predetermined number of times of the change in the rotational speed difference is reached.