Honda Giken Kogyo Kabushiki Kaisha

The Furukawa Electric Co., Ltd.

Honda Giken Kogyo K.k.

Yoshimi Sakurai

Masao Nishikawa

Takashi Aoki

Junichi Miyake

Yoichi Sato

Yukihiro Fukuda

Yoshimi Furukawa

Kouji Yamaguchi

Noboru Sekine

Satoshi Terayama

Keiichi Ishikawa

Shinzo Sakai

Takabumi Sakai

Tatsuyuki Ohhashi

Yutaka Shinoda

Hideo Nagata

Masaaki Kanai

Yasufumi Osada

A vehicular transmission having a fluid torque converter of the type in which a clutch is provided for mechanically connecting the input and output sides of a fluid torque converter above certain vehicle speeds for improved operation and economy and in which the clutch is operated within a predetermined vehicular speed range by such a relatively low engaging force as to allow slippage of said clutch for minimizing vibration. A control system causes the engaging force of the clutch to be increased more than that which is normally established below a reference value of small throttle valve opening for providing a braking effect by the engine. The control system also may provide for stopping the increase in engaging force at small throttle valve openings when the r.p.m. of the output side of the fluid torque converter falls below the r.p.m. at the input side, such as during a transition from a steep downward slop to a gentle downward slope, or when low oil temperature and high oil viscosity would cause operation too abruptly.

Control for the clutch of a fluid torque converter in a vehicular

In a transmission for an automotive vehicle, a control system is provided for controlling a direct-coupling mechanism for mechanically engaging input and output members of a hydraulic power transmission mechanism of the transmission. The control system includes a first sensor for detecting the value of a first parameter indicative of the engine load, and a control mechanism adapted to compare the value of the first parameter detected by the first sensor with a predetermined reference value for selectively engaging and disengaging the input and output members with and from each other through the direct-coupling mechanism. A second sensor detects the value of a second parameter indicative of the vehicle speed, and a reference value setting device sets the predetermined reference value to a value dependent on the value of the second parameter detected by the second sensor.

Control system for a direct-coupling mechanism in hydraulic power

A control system (100) for an engine-driven auxiliary equipment (51) for a vehicle equipped with an automatic transmission (10) including a fluid coupling type torque converter (2) receiving power from an engine (1) to drive a driven wheel. The control system (100) is adapted to interrupt power from the engine (1) to the auxiliary equipment (51) under a condition that an instantaneous value (e.sub.d) of a gear ratio (e) as the quotient of a rotation speed (No) of an output shaft (3) of the torque converter (2) to a rotation speed (Ni) of an input shaft (2a ) of the torque converter (2) is lying in a region (e.sub.d &lt;e.sub.c, e.sub.1, e.sub.2) corresponding to a state of torque amplification of the torque converter (2) where a predetermined value is exceeded.

Control system for engine-driven auxillary equipment for vehicles

A method of controlling a direct-coupling mechanism of hydraulic power transmission device of an automatic transmission for an automotive vehicle, wherein the transmission capacity of the direct-coupling mechanism is controlled such that the valve of a predetermined parameter indicative of an amount of relative slip between input and output members of the hydraulic power transmission device which are mechanically engaged with each other by the direct-coupling mechanism lies within a predetermined reference range. The predetermined parameter value is detected and the detected value is compared with the predetermined reference range. A desired value of the predetermined reference range and a predetermined period of time are determined on the basis of the comparison result. The transmission capacity is controlled to the determined desired value for the determined predetermined period of time. The transmission capacity is maintained so long as the detected predetermined parameter value lies within the predetermined reference range. At least first and second transmission capacity increasing regions are provided which correspond to larger values of the amount of relative slip than that the predetermined reference range corresponds to, wherein the first region is closer to the predetermined reference range than the second region is. A rate of increase of the transmission capacity in the first region is set to a value smaller than that in the second region. A fine-control region is provided adjacent at least one of extreme limits of the predetermined reference range, wherein the transmission capacity is finely adjusted toward the predetermined reference range.

Control method for a direct-coupling mechanism in hydraulic power

An automatic transmission has lower side and higher side friction engagement devices, with the lower side one being engaged and the higher side one being disengaged when a lower speed stage is engaged, while the lower side one is disengaged and the higher side one is engaged when the speed stage one higher than that lower speed stage is engaged. A control device for the transmission includes a shift valve for switching actuating fluid pressure between the lower side and the higher side friction engagement device and for draining the other one thereof, to provide the lower or the higher speed stage. An upshift smoothing valve is interposed in the drain path for the lower side friction engagement device for providing a higher flow resistance when a value representing engine output is relatively high and for providing a lower flow resistance when the value representing engine output is relatively low. Thus upshifting shock is reduced, particularly under low engine output conditions, in which overlapping of the engagement of the lower side and the higher side friction engagement devices is reduced. Optionally, the upshift smoothing valve may provide its higher or lower flow resistance, according as to whether the value representing engine output prevails over the actuating pressure for the higher stage friction engagement device, in a relationship between them, or not.

Automatic transmission with upshift smoothing valve

A method of controlling a direct-coupling mechanism of a hydraulic torque converter of an automatic transmission for an automotive vehicle, wherein the transmission capacity of the direct-coupling mechanism is controlled such that the value of a first predetermined parameter indicative of an amount of relative slip between input and output members of the hydraulic torque converter which are mechanically engaged with each other by the direct-coupling mechanism lies within a predetermined reference range. The value of a second predetermined parameter indicative of one of said plurality operating modes for the automotive vehicle is detected. Determined in dependence on the detected value of the second predetermined parameter is either the predetermined reference range of the value of the first predetermined parameter or a rate at which the transmission capacity is controlled such that the value of said predetermined parameter changes toward the predetermined reference range of the first predetermined parameter.

Method of controlling transmission capacity of a direct-coupling

In an automatic transmission for a vehicle, a lock-up device is provided for a direct coupling clutch. The automatic transmission includes a fluid type torque converter having a hydraulic direct coupling clutch, and an auxiliary transmission having plural stages of gear trains. The lock-up control device has a valve for controlling the supply of oil pressure from a common oil pressure source to the direct coupling clutch, the valve having a body movable between opposite end positions and adapted to take a first switch position at one of the end positions when applied with a single signal pressure and a second switch position at the other end position, after release of the signal pressure, due to resilient force of a spring. The valve allows flow of the actuating oil pressure to the direct coupling clutch when the valve body is at both the first and second switch positions and interrupts the flow during shifting movement of the valve body from the first to second positions or vice versa. Thus, the direct coupling clutch is instantaneously disconnected during gear shifting operation over adjacent three gear ratios with use of the single signal pressure.

Lock-up control device for torque converter in automatic transmission

An automatic transmission includes a mechanical transmission mechanism coupled to a fluid coupling such as a torque converter. The mechanical transmission mechanism has several power trains and several friction engagement mechanisms. By selective supply of actuating fluid pressure to selective ones of the friction engagement mechanisms, various speed stages are provided. A control system for this transmission includes an assembly for producing a signal representative of engine output, an anti creep device for varying the actuating hydraulic fluid pressure for a one of the friction engagement mechanisms which is engaged for providing the lowest speed stage, according to the signal representative of engine output, from a low value when engine output is low upward as engine output increases, and can include an assembly for inhibiting the action of the anti creep device so as to cause that actuating hydraulic fluid pressure for that one of the friction engagement mechanisms to be at its high value when the mechanical transmission mechanism is providing one of its speed stages higher than the lowest speed stage. Also, the control system can include a manually controllable assembly for, when so desired, inhibiting the action of the anti creep device so as to cause the actuating hydraulic fluid pressure for that one of the friction engagement mechanisms to be at its unaltered value.

Automatic transmission with anti creep device

A direct-coupling control system for torque converter in automatic transmission, comprising a fluid torque converter coupled in series to an auxiliary transmission capable of selectively switching a speed ratio over to one of a plurality of different stages and a direct-coupling mechanism capable of directly mechanically coupling together input and output members of the torque converter using the engaging capacity determined by the function of difference between the actuating pressure acting on the engaging side of the torque converter and the internal pressure acting on the release side thereof. The control system is also provided with a switch valve for allowing the actuating oil to escape to an oil tank synchronously with the speed change operation, and a supplementary mechanism for performing a switching operation so as to raise the internal pressure of the torque converter synchronously with the speed change operation. There is further provided with a supplementary oil passage for supplementing pressurized oil to the torque converter and a switch device for allowing the actuating oil to escape to the oil tank and opening the supplementary oil passage when the throttle opening is at an idle position.

Direct-coupling control system for torque converter in automatic

A direct-coupling control device for a torque converter for an automatic vehicular transmission in which a valve controlling the locking force of a direct-coupling mechanism is provided with two independently-formed pressure chambers pushing a valve body in a direction in which a locking force is increased. The device is also provided with a first fluid pressure output connected to one of the pressure chambers, and a second fluid pressure output connected to the other. When the first fluid pressure is higher than the second fluid pressure, the first fluid pressure acts on the sum of the individual working areas of the first and second fluid pressures on the valve body. A reliable speed change control can be provided by the two fluid pressures, and the capacity characteristics of the direct-coupling mechanism can be selected optimally with respect to these fluid pressures. The locking force of the direct-coupling mechanism can be increased quickly in proportion to increasing vehicle speed, and fuel costs can be reduced very effectively.

Direct-coupling control device for torque converter for automatic

A control system (100) for an engine-driven auxiliary equipment (51) for vehicles including a central control circuit (31) for controlling the shifting of gear ratios (low, 2nd) of an automatic transmission (10), which drives a driven wheel with power from an engine (1), in conformity with a shift may (Mt) having as variables thereof the vehicle speed (V) of the vehicle and the output (Th) of the engine (1), depending on an instantaneous vehicle speed (Vd) and an instantaneous engine output (Thd), is to control the auxiliary equipment (51), which is driven with power from the engine (1) and provided with a mechanism (52, 53) for transmitting and interrupting the power from the engine (1) to the auxiliary equipment (51). The control system (100) further has a control map (Mc) intended for the auxiliary equipment (51), the control map (Mc) being overlapped on the shift map (Mt) and having as variables thereof the vehicle speed (V) of the vehicle and the output (Th) of the engine (1), and is to control the auxiliary equipment (591) in conformity with the control map (Mc).

Control system for engine-driven auxiliary equipment for vehicles

A direct coupling clutch controller interposed between a direct coupling clutch in a torque converter of an automatic transmission and a hydraulic pressure source for temporarily disconnecting the direct coupling clutch whenever the transmission shifts gears. The controller is particularly suitable for transmissions having four or more gear stages, and includes a valve having a first and a second switching position where the pressure source is connected to the clutch. As the valve moves between the positions, the connection is interrupted. The valve is pilot operated by the transmission controller.

Disclosed is a gear shift controller for an automatic transmission with a gear shift, having a hydraulic torque converter; a gear change group, having a plurality of gears, each gear providing a different transmission ratio for the transmission of power from said hydraulic converter to the output of the transmission, each of said gears having a gear train; a one-way clutch interposed in at least one of said gear trains; a plurality of clutch means operatively connected with said gear trains for actuating each of said gear trains selectively; a gear change determination circuit operatively connected with said clutch means for controlling the operation of each of said clutch means according to a predetermined gear-shifting program; a coasting detection circuit operatively connected with said gear change determination circuit, for detecting a car in the coasting state; a gear shift limiting circuit, operatively connected with said gear change determination circuit, for actuating only said gear train in which said one-way clutch is interposed immediately regardless of the operation of said gear change determination circuit, when said coasting detection circuit has determined the car to be coasting; and an operation transfer control system for transferring the operation of the gear shift limiting circuit.

Gear shift controller for automatic transmission

A back-up device for an electronic control system of an automatic transmission in an automotive vehicle, of the type including at least first and second frictionally engaging elements hydraulically actuable, respectively, for establishing a first speed ratio for lower speed running of the vehicle and a second speed ratio for higher speed running of same, selector valves adapted to selectively assume first and second positions, respectively, for connecting the first and second frictionally engaging elements to an operating fluid source, electromagnetic valves for driving the selector valves to select the first position or the second position, and an electronic control unit for selectively energizing and deenergizing the electromagnetic valves in accordance with a predetermined gear shifting manner responsive to electrical signals indicative of the vehicle speed and the engine output. The back-up device comprises a vehicle speed sensing device for generating an output signal having a value thereof increasing as the vehicle speed increases, and a control mechanism for causing the selector valves to assume the second position, irrespective of the operation of the electromagnetic valves, when the value of the output signal from the vehicle speed sensing device exceeds a predetermined value, thereby prohibiting establishment of the first speed ratio in the event of failure in the electronic control system during high running of the vehicle.

Back-up device for an electronic control system of an automatic

A direct-coupling controller for a torque converter direct-coupling clutch in an automatic transmission. The controller can include a feedback pilot oil pressure operated reduction valve with a throttling orifice in the signal line and a pilot oil pressure switched vehicle speed response valve in parallel with the reduction valve. The vehicle speed response valve bypasses the reduction valve when vehicle speed is above a predetermined value. Alternatively, the controller includes a single valve which is pilot oil pressure switched depending on vehicle speed which in an open position directly feeds oil pressure to the clutch and which in a closed position feeds the oil pressure to the clutch while throttling the oil pressure through an orifice and permitting some of the working oil to pass the drain through another throttling orifice.

Growing community of inventors

Tanashi, Japan

Yoshimi Sakurai