JP2005344787A - Vehicular starting friction element control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular starting friction element control device capable of further minimizing gear noise generated when quickly raising the oil temperature more than when completely fastening an automatic clutch when the temperature of oil in a transmission is low and its viscosity is large. <P>SOLUTION: A transmission controller 41 is formed by arranging an advancing clutch 21 between an engine 1 and a belt type continuously variable transmission 19; and has an oil viscosity estimating means for estimating oil viscosity in the transmission. When the oil viscosity in the vehicular transmission is estimated as being larger than a preset value by the oil viscosity estimating means, the advancing clutch 21 is put in a slip state. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a technical field of a starting friction element control device that is mounted on a vehicle and that is disposed between an engine and a transmission and controls a starting friction element that cuts and connects power between them.

In this type of technology, even when the shift lever is operated to the non-travel position when the viscosity of the lubricating oil in the transmission is high in a cold environment, the automatic clutch as the starting friction element is engaged on the engagement side. By controlling the rotation of the engine, the rotation of the engine is transmitted to the input shaft of the transmission, the lubricating oil in the transmission is stirred, the temperature of the lubricating oil is increased, and the period during which the viscosity of the lubricating oil is high is shortened. (For example, refer to Patent Document 1).
Japanese Patent Laid-Open No. 2002-39230

  However, in the above prior art, the automatic clutch is completely engaged, and the viscosity of the lubricating oil is reduced only by agitation by the gear pair in the transmission. In addition, it takes time to lower the viscosity of the lubricating oil, and when such a state in which the viscosity of the lubricating oil is high continues for a long time, there are disadvantages such as deterioration of fuel consumption due to friction of the lubricating oil and deterioration of responsiveness of the hydraulic circuit.

  The present invention has been made paying attention to the above problems, and the object of the present invention is to increase the oil temperature faster than when the automatic clutch is fully engaged when the temperature of the oil in the transmission is low and the viscosity thereof is large. Another object of the present invention is to provide a vehicle starting friction element control device that can suppress gear noise generated at that time to a lower level.

  In order to achieve the above object, according to the present invention, in a vehicle starting friction element control device in which a starting friction element is arranged between an engine and a transmission, an oil viscosity estimating means for estimating the oil viscosity in the transmission, When the viscosity estimating means estimates that the oil viscosity in the vehicle transmission is greater than the set value, the starting friction element is brought into a slip state.

  According to the present invention, in the vehicle starting friction element control measure, when the oil viscosity in the vehicle transmission is high, the oil viscosity is quickly reduced while suppressing gear noise, and the friction due to the oil viscosity is reduced. In addition, fuel economy and responsiveness of the hydraulic circuit of the transmission can be improved.

  The best mode for carrying out the vehicle start clutch control device of the present invention will be described below with reference to the drawings. In the following embodiments, substantially the same components are denoted by the same reference numerals, and the description thereof is omitted.

  First, the configuration of the starting frictional element control device according to the first embodiment will be described.

  FIG. 1 is an overall system diagram showing the configuration of a drive system and a control system of a vehicle equipped with a belt-type continuously variable transmission equipped with a starting friction element control device according to the first embodiment.

  A vehicle equipped with a belt-type continuously variable transmission includes an engine 1, a torsional damper 3 that reduces vibration of the engine 1, a forward / reverse switching mechanism 6 having a starting clutch, and a belt-type continuously variable transmission that continuously shifts between input and output. The transmission mechanism 19 includes an output gear 12 and a drive gear 13 that reduce the output, and left and right drive wheels 17 and 18 that are driven via a differential gear 14 and left and right drive shafts 15 and 16.

  The engine 1 is composed of a gasoline engine, a diesel engine, or the like, and the engine output shaft 2 is connected to the input portion of the torsional damper 3.

  The torsional damper 3 is configured such that an input part connected to the engine output shaft 2 and an output part connected to the clutch input shaft 5 are connected to each other via a torsion spring so as to be relatively rotatable. In addition, the flywheel 4 which rotates integrally with this is fixed to the output part.

  The forward / reverse switching mechanism 6 includes a simple planetary gear 22 that can switch a rotation direction and a gear ratio, a forward clutch 20 that is fastened at the time of forward movement, and a reverse brake 21 that is fastened at the time of backward movement. The starting clutch is a generic name of the forward clutch 20 and the reverse brake 21 and constitutes the starting friction element of the present invention. The forward clutch 20 is the forward friction element of the present invention, and the reverse brake 21 is the reverse friction element of the present invention. Constitute.

  The simple planetary gear 22 rotatably supports a sun gear 22s that rotates concentrically with the clutch output shaft 7, a plurality of pinions 22p that mesh with the sun gear 22s, a ring gear 22r that meshes with the pinion 22p, and the pinion. And a carrier 22c. The sun gear 22s is connected to the driven side portion of the forward clutch 20 and the clutch output shaft 7, the carrier 22c is connected to the fixed side portion of the reverse brake 21, and the ring gear 22r is connected to the drive side portion of the forward clutch 20.

  The forward clutch 20 has a plurality of plates interposed between a drive side portion connected to the clutch input shaft 5 and a driven side portion connected to the clutch output shaft 7, and applies clutch hydraulic pressure to a piston (not shown). Is configured to be able to switch between a fastening state in which power can be transmitted between the input and output by pressing the plate, and a released state in which power cannot be transmitted to the output side part by discharging the clutch hydraulic pressure acting on the piston. The

  The reverse brake 21 has a plurality of plates interposed between an inner fixed portion of the transmission case 23 and a fixed side portion connected to the carrier 22c, and presses the plate by applying brake hydraulic pressure to a piston (not shown). It is possible to switch between a fastening state in which the integrated carrier 22c is fixed in a non-rotatable manner to the fixed side portion and a released state in which the fixed side portion and the carrier 22c can be rotated by discharging brake hydraulic pressure acting on the piston. Configured.

  The belt type continuously variable transmission mechanism 19 continuously changes the speed ratio between the input and output shafts, and includes a primary pulley 8 coupled to the clutch output shaft 7 and a secondary pulley coupled to the secondary pulley shaft 11. 10 and a CVT belt 9 spanned between the primary pulley 8 and the secondary pulley 10. The primary pulley 8 and the secondary pulley 10 have fixed sheaves 8a and 10a, movable sheaves 8b and 10b that approach and leave the fixed sheaves 8a and 10a, respectively. A primary pulley oil chamber 33 is provided on the back surface of the movable sheave 8 b of the primary pulley 8, and the hydraulic sheave 8 b is fixed to the fixed sheave by controlling the hydraulic pressure supplied to the primary pulley oil chamber 33 by the hydraulic control unit 32. The speed is changed by moving the valve 8a relative to and away from 8a. An oil tank 30 is provided, and pressure oil obtained by sucking oil from the oil tank 30 by the oil pump 31 is supplied to the hydraulic control unit 32.

  Next, the control system of the vehicle equipped with the belt type continuously variable transmission according to the first embodiment will be described with reference to FIG.

  This control system includes an engine controller 40 that controls the engine 1, a transmission controller 41 that controls the hydraulic control unit 32 of the forward / reverse switching mechanism 6 and the belt-type continuously variable transmission mechanism 19, and sensors connected to these controllers. And.

  The engine controller 40 is connected to an accelerator opening sensor that detects the degree of depression of an accelerator pedal (not shown) and an engine rotation speed sensor that detects the rotation speed of the engine output shaft 2 of the engine 1. The engine 1 is controlled using the accelerator opening information and the engine speed information, and the information is output to the transmission controller 41.

  On the other hand, the transmission controller 41 includes a shift lever sensor 42 that detects the position of the shift lever, an oil temperature sensor 43 that is attached to the front / rear switching mechanism 6 and measures the lubricating oil temperature in the transmission, and a brake pedal depression force or brake. A brake pedal force sensor 44 that detects hydraulic pressure and a vehicle speed sensor 45 that detects vehicle speed are connected, and shift lever position information, oil temperature information, brake pedal force information, and vehicle speed information are input from these.

  The transmission controller 41 is connected to a forward clutch solenoid 47 that controls the hydraulic pressure supplied to the forward clutch 20 and a reverse brake solenoid 48 that controls the hydraulic pressure supplied to the reverse brake 21. The transmission controller 41 controls the forward clutch solenoid 47 and the reverse brake solenoid 48 so as to switch the forward clutch 20 and the reverse brake 21 to the fully engaged state, the slip state, and the released state, respectively, based on the information from the sensors. It is. The transmission controller 41 further controls the hydraulic pressure supplied to the primary pulley oil chamber 33 by a solenoid valve (not shown) provided in the hydraulic pressure control unit 32.

  An output gear 12 is fixed to an end portion of the secondary pulley shaft 11 on the secondary pulley 10 side of the belt type continuously variable transmission mechanism 19, and meshed with a drive gear 13 having a larger diameter than the output gear 12.

  Two pinions of the differential gear 14 are fixed to the drive gear 13, and side gears are engaged with these pinions from the left and right, respectively. Drive shafts 15 and 16 are connected to the side gears to drive the left and right drive wheels 17 and 18.

  Next, the operation will be described.

The operation when the lubricating oil viscosity in the vehicle transmission is small will be described below.
[When the vehicle is stopped]

  When the engine 1 is stopped, the oil pump 31 is not driven and no hydraulic pressure is generated. Therefore, both the forward clutch 20 and the reverse brake 21 are in a released state, and the belt type continuously variable transmission mechanism 19 cannot transmit power. It is in a state.

  When the engine 1 is operating, the oil pump 31 is driven to supply pressure oil to the hydraulic control unit 32. At this time, the engine controller 40 controls the engine 1 based on the accelerator opening information input from the accelerator opening sensor, the engine speed information input from the engine speed sensor, and the like.

  The hydraulic control unit 32 is based on shift lever position information, oil temperature information, accelerator opening information, and brake pedal force information read from the shift lever sensor 42, oil temperature sensor 43, engine controller 40, and brake pedal force sensor 44, respectively. Thus, the supply of pressure oil to the forward clutch 20 and the reverse brake 21 is controlled.

  That is, when it is determined that the oil temperature is lower than the predetermined temperature and the viscosity of the oil is high, the shift lever is in the P (park) position, or the shift lever is in the D (drive) position or R (reverse) position. When the accelerator opening is greater than the set value at the position, or when the shift lever is at the travel position and the accelerator opening is less than the set value and the brake pedal is depressed, the forward clutch 20 and the reverse brake 21 are set. Pressure oil lower than that at the time of complete fastening is supplied to slip them, causing them to generate heat by friction and raise the oil temperature. At these times, the vehicle is kept stopped by the action of the parking brake or the service brake. However, even if the oil temperature is lower than the predetermined temperature, when the shift lever is at the traveling position, the accelerator opening is equal to or smaller than the set value, and the brake pedal is not depressed, the forward clutch 20 and the reverse brake 21 are Pressure oil is not supplied.

  On the other hand, when the oil temperature is equal to or higher than the predetermined temperature, pressure oil is not supplied to the forward clutch 20 and the reverse brake 21, and these are kept in the released state. Therefore, the driving force of the clutch input shaft 5 is not transmitted to the clutch output shaft 7, and the belt type continuously variable transmission mechanism 19 is not rotated. As a result, the driving force does not act on the driving wheels 17 and 18.

During the operation of the engine 1, this power is transmitted to the clutch input shaft 5 after the vibration is attenuated by the torsional damper 3.
[When the vehicle starts]

  When the engine 1 is in an operating state and the shift lever is moved from the non-traveling position to the forward traveling position such as the D position, the transmission controller 41 switches a valve (not shown) in the hydraulic control unit 32 to move the forward clutch. Control is performed to start supplying pressure oil to 20. At this time, the magnitude of the hydraulic pressure supplied to the forward clutch 20 is initially set to a hydraulic pressure lower than the complete engagement pressure until a predetermined time elapses as will be described later, and the forward clutch 20 is brought into a slip state. As a result, a part of the motive power output from the engine is changed to heat while the remaining motive power is output to the clutch output shaft 7 while avoiding the engagement shock caused by the forward clutch 20 being rapidly engaged at a high pressure.

  In this state, since the forward clutch 20 is slipping, the clutch output shaft 7 directly connected to the sun gear 22 s of the forward / reverse switching mechanism 6 and the driven side portion of the forward clutch 20 is connected to the forward / reverse switching mechanism 6. The ring gear 22r is rotated by the slip amount and the transmission power is also reduced.

  The power transmitted to the clutch output shaft 7 in this way is further transmitted to the belt type continuously variable transmission mechanism 19, where it is decelerated and output to the secondary pulley shaft 11, and then the output gear 12, the drive gear 13, and the differential. The gear 14 and the drive shafts 15 and 16 are transmitted to the drive wheels 17 and 18 through these in this order. As a result, the vehicle starts and moves forward. In this forward travel position, no pressure oil is supplied to the reverse brake 21, and the reverse brake 21 is in a released state.

  After the first predetermined time has elapsed since the slip control was started, the transmission controller 41 obtained from a clutch output shaft rotation sensor (not shown) as well as clutch input shaft rotation information obtained from a clutch input shaft rotation sensor (not shown). Based on the clutch output shaft rotation information, the input / output rotational speed difference of the forward clutch 20 is calculated, and the hydraulic pressure supplied to the forward clutch 20 is gradually raised according to the input / output rotational speed difference, and finally does not slip. That is, it is controlled to a fully engaged state where the clutch engaging torque is equal to or higher than the engine torque.

  On the other hand, when the shift lever is moved from the non-traveling position to the R position, the transmission controller 41 switches the valve in the hydraulic control unit 32 and applies the pressure oil lower than the hydraulic pressure required for complete engagement to the reverse brake 21. It supplies until 2 predetermined time passes. As a result, the reverse brake 21 transmits the remaining power to the clutch output shaft 7 while changing a part of the power output from the engine 1 by slipping into heat.

  That is, in this state, the carrier 22c rotates with the brake applied, so that a part of the power transmitted from the engine 1 to the clutch input shaft 5 and the ring gear 22r integrated therewith moves backward via the carrier 22c. While the brake 21 is brought into the slip state, the remaining power is transmitted from the ring gear 22r to the sun gear 22s via the pinion 22p. The rotation direction of the sun gear 22s is opposite to the rotation direction of the clutch input shaft 5. The power transmitted to the sun gear 22s is transmitted to the drive wheels 17 and 18 via the clutch output shaft 7, the belt type continuously variable transmission mechanism 19 and the like. In this reverse position, no hydraulic pressure is supplied to the forward clutch 20, and the forward clutch 20 is in a released state.

Even at the time of reverse, the hydraulic pressure supplied to the reverse brake 21 is gradually raised after the second predetermined time has elapsed since the start of slip control, as in the case of forward start. It is concluded.
[When the vehicle is running after starting]

  As described above, when the first predetermined time elapses after starting at the forward travel position, the transmission controller 41 controls the valve of the hydraulic control unit 32 to change the hydraulic pressure supplied to the forward clutch 20 to the clutch input / output rotational speed difference. The forward clutch 20 is brought into a completely engaged state without slip so that the clutch engagement torque in the forward clutch 20 becomes equal to or higher than the engine torque.

  In this state, the sun gear 22s of the forward / reverse switching mechanism 6 has the same rotational speed as that of the ring gear 22r, and these rotate together with the carrier 22c. Therefore, the clutch output shaft 7 rotates in the same direction and at the same rotational speed as the clutch input shaft 5, and the power of the engine 1 is input to the belt type continuously variable transmission mechanism 19 as it is.

  The transmission ratio of the belt-type continuously variable transmission mechanism 19 is controlled by the transmission controller 41. That is, the target gear ratio is determined based on the vehicle speed information obtained from the vehicle speed sensor 45 by the transmission controller 41, the accelerator opening information and the engine speed information obtained from the engine controller 40, and the target gear ratio is obtained. The hydraulic pressure supplied to the primary oil chamber 33 is adjusted, and the movable sheaves 8b and 10b of the primary pulley 8 and the secondary pulley 10 are displaced. The output of the belt-type continuously variable transmission mechanism 19 obtained according to this gear ratio is transmitted to the left and right drive wheels 17 and 18 via the output gear 12, the drive gear 13, the differential gear 14, and the drive shafts 15 and 16. Then, the drive wheels 17 and 18 are driven to drive the vehicle forward.

  On the other hand, during reverse travel, when the second predetermined time has elapsed after slipping the reverse brake 21 and the second predetermined time has elapsed, the transmission controller 41 controls the valve of the hydraulic control unit 32 to clutch the hydraulic pressure supplied to the reverse brake 21. The reverse brake 21 is increased according to the input / output rotational speed difference, and finally the reverse brake 21 is brought into a completely engaged state without slip so that the brake torque at the reverse brake 21 becomes equal to or higher than the engine torque.

  In this fully engaged state, the power input from the engine 1 as it is is transmitted to the ring gear 22r of the forward / reverse switching mechanism 6 connected to the clutch input shaft 5, but on the non-rotatable carrier 22c. The pinion 22p is rotated, and the sun gear 22s meshing with the pinion 22p is rotated at a reverse speed. This reversed output is input to the belt type continuously variable transmission mechanism 19 and transmitted to the drive wheels 17 and 18 as in the case of the forward traveling, although the rotational direction is different.

  FIG. 2 is a flowchart showing the flow of the starting clutch control process executed by the transmission controller 41 of the first embodiment. Each step will be described below.

  In step S101, the viscosity of the oil in the vehicle transmission is estimated based on the oil temperature read from the oil temperature sensor 43, and it is determined whether or not the oil temperature is lower than a predetermined temperature Ts. The process proceeds to S102, and if NO, the process returns to the beginning. This predetermined temperature Ts is a temperature provided for determining the viscosity state of oil that may cause friction increase due to oil viscosity, fuel consumption deterioration, hydraulic circuit responsiveness deterioration, and shift feeling deterioration. The temperature is obtained in advance through experiments or the like. In addition, this step S101 comprises the oil viscosity estimation means of this invention.

  In step S102, it is determined whether or not the shift range is at the P position in order to confirm whether or not the driver intends to stop. If YES, the process proceeds to step S106, and if NO, the process proceeds to S103.

  In step S103, it is determined whether or not the shift lever is in the D position or the R position. If YES, the process proceeds to step S104. If NO, the process returns to the beginning.

  In step S104, it is determined whether or not the accelerator opening is larger than the set value C. If YES, the process proceeds to step S107, and if NO, the process proceeds to step S105. The accelerator opening is a value corresponding to the depression amount of the accelerator pedal.

  In step S105, it is determined whether or not the brake pedal is depressed. If YES, the process proceeds to step S108. If NO, the process returns to the beginning.

  In step S106, step S107, and step S108, drug1, drug2, and drug3 are input to the flag Pfwd, respectively.

  In step S109, the state of the flag Pfwd input in step S106, step S107, and step S108 is seen, and the following three types of control are performed. That is,

  (A) When drug 1, drug 2, or drug 3 is input to the flag Pfwd, control is performed so that the slip amount of the starting clutch increases as the oil temperature in the vehicle transmission decreases.

  (B) When drug2 is input to the flag Pfwd, control is performed so that the slip amount of the starting clutch increases as the accelerator opening increases.

  (C) When drug3 is input to the flag Pfwd, control is performed so that the slip amount of the starting clutch increases as the brake pressure increases.

  In step S110, the forward clutch solenoid 47 or the reverse brake solenoid 48 is operated according to the control content determined in step S109 to supply the adjusted pressure oil to the starting clutch.

  Next, the effect of the starting friction element control device of the first embodiment will be described.

  (1) When the oil viscosity is low and the driver's intention to stop is detected, the start clutch is not completely engaged, but the start clutch is slipped to convert a part of the power from the engine into heat, Since the remaining power is transmitted to the clutch output shaft, not only the oil is agitated by the gear, but also the heat of the starting clutch raises the oil temperature and promotes the reduction of the oil viscosity. The viscosity is reduced more rapidly than when the starting clutch is completely engaged. Therefore, in addition to improving fuel efficiency by quickly reducing the oil viscosity, ensuring response stability of the hydraulic circuit and promptly improving the shifting feeling, it is possible to achieve gear noise reduction by reducing the clutch output shaft gear speed. it can.

  (2) When the oil temperature is lower than the predetermined temperature and the shift lever is in the P position, the lower the oil temperature, the larger the slip amount of the starting clutch is controlled. Also, the oil temperature can be quickly raised. Therefore, the viscosity of the oil can be quickly reduced, and improvement in fuel consumption and ensuring of the response stability of the hydraulic circuit can be achieved.

  (3) When the oil temperature is lower than the predetermined temperature and the shift lever is in the traveling position such as the D position or the R position and the accelerator opening is larger than the set value C, the slip amount of the starting clutch is lower as the oil temperature is lower. The start clutch slip is controlled so that the slip amount of the start clutch increases as the accelerator opening increases and the driving force is ensured while the drive temperature is low. The oil temperature can be increased more quickly and the viscosity of the oil can be reduced. Therefore, it is possible to improve fuel consumption, reduce noise, and ensure response stability of the hydraulic circuit during traveling when the oil temperature is low.

  (4) When the shift lever is in the travel position such as the D position and the R position, control is performed so that the slip amount of the start clutch increases as the oil temperature decreases, and the start clutch slip increases as the brake pressure increases. Since the amount is controlled largely, the viscosity of the oil can be reduced more quickly without impairing the driver's intention to stop the vehicle.

  (5) It is possible to slip both the forward clutch 20 and the reverse brake 21 as the starting clutch, and by generating heat in both starting clutches, the total calorific value thereof is increased to increase the oil temperature, Further, it is possible to further promote the decrease in the viscosity of the oil accompanying this.

  In the flowchart shown in FIG. 2, the processing at the N position is omitted. However, when the oil temperature is lower than the predetermined temperature, the shift lever is at the N position, and the brake pedal is depressed, the flag Pfwd is set. If drug 3 is controlled in steps S109 and S110, the same effects as in (1), (2), and (4) can be obtained. In the first embodiment, the start clutches of both the forward clutch 20 and the reverse brake 21 are slip-controlled, but only one of them may be slipped. Oil temperature can be increased quickly while reducing gear noise.

  The configuration will be described.

  FIG. 3 is an overall system diagram showing configurations of a drive system and a control system of a vehicle equipped with a belt-type continuously variable transmission to which the starting clutch of the second embodiment is applied.

  As shown in the figure, the vehicle equipped with a belt-type continuously variable transmission has a sub-converter 50 between the engine 1 and the torsional damper 3. Other configurations are the same as those of the first embodiment.

  The auxiliary transmission 50 has a simple planetary gear 53 that can be switched between a plurality of gear ratios, and a high-speed stage that transmits the power from the engine 1 to the forward / reverse switching mechanism 6 through the torsional damper 3 at substantially the same rotational speed. And a one-way clutch 55 for selecting a low-speed stage that transmits power from the engine 1 at a reduced rotational speed.

  The simple planetary gear 53 includes a sun gear 53s, a plurality of pinions 53p that mesh with the sun gear 53s on the outer periphery thereof, a ring gear 53r that meshes with the pinion 53p, and a carrier 53c that rotatably supports the pinion 53p. The sun gear 53s is connected to a housing 51 that rotates integrally with the engine output shaft 2 via a low speed damper 58, and the ring gear 53r is connected to a hollow fixed shaft 56 via a one-way clutch 55, respectively. Further, the carrier 53c is connected to the housing 51 via the high speed stage damper 57 and the high speed stage selection clutch 54, and is also connected to the sub-transmission output shaft 59. The housing 51 is connected to the engine output shaft 2 via a drive plate 52 integral therewith.

  The high-speed gear selection clutch 54 includes a plurality of plates between a drive-side portion provided in the housing 51 and a driven-side portion connected to the sub-transmission output shaft 59 via the high-speed gear damper 57 and the carrier 53c. Is configured. The high speed stage selection clutch 54 is connected to the transmission controller 41 and controlled by a high speed stage selection clutch solenoid 49 to apply a clutch hydraulic pressure to a piston (not shown) to press the plate and to connect the sub-transmission output shaft 59 from the engine 1. The engaged state (high-speed stage selected state) in which the engine output shaft 2 and the housing 51 are rotated by power and the clutch hydraulic pressure acting on the piston is discharged, and the one-way clutch 55 is acted to drive the power from the engine 1. , And can be switched to a released state (low speed stage selected state) in which the speed is reduced and transmitted to the sub-transmission output shaft 59.

  The high-speed stage damper 57 sets this damper characteristic to the characteristic required in the above-described high-speed stage selection state, and the low-speed stage damper 58 sets the characteristic required in the above-described low-speed stage selection state. .

Next, the operation will be described.
[When high speed stage is selected]

When the high speed stage is selected, the transmission controller 41 switches a valve (not shown) in the hydraulic control unit 32 so as to start supplying pressure oil to the high speed stage selection clutch 54, and the high speed stage selection clutch 54 is engaged. At this time, the rotation from the high speed stage damper 57 is transmitted as it is to the auxiliary transmission output shaft 59 via the carrier 53c without passing through the low speed stage damper 58.
[When low speed stage is selected]
When the low speed stage is selected, the transmission controller 41 switches a valve (not shown) in the hydraulic pressure control unit 32 to control to discharge the hydraulic pressure of the high speed stage selection clutch 54, so that the high speed stage selection clutch 54 is released. When the high speed gear selection clutch 54 is released, the rotation of the engine output shaft 2 reaches the sun gear 53 s of the simple planetary gear 53 via the low speed gear damper 58. Here, the sun gear 53s rotates the carrier 53c in the same direction while decelerating because the high-speed stage selection clutch 54 is disengaged and the one-way clutch 55 prevents the ring gear 53r from rotating in the reverse direction. As a result of driving, the power from the engine 1 is decelerated and transmitted to the sub-transmission output shaft 59.
[High speed / low speed start clutch control process]

  FIG. 4 is a flowchart showing the flow of the starting clutch control process executed by the transmission controller 41 of the second embodiment. Steps S201 through S209 perform the same processes as steps S101 through S109 in FIG. These descriptions are omitted here.

  In step S210, whether or not drug2 is input to the flag Pfwd, that is, the oil temperature in the vehicle transmission is lower than the predetermined temperature Ts, the shift lever is in the travel position, and the accelerator opening is greater than the set value C. It is determined whether or not the state is large. If YES, the process proceeds to step S211, and if NO, the process proceeds to step S212.

  In step S211, the high speed stage selection clutch solenoid 49 is operated to the high speed stage side to engage the high speed stage selection clutch 54, whereas in step S212, the high speed stage clutch solenoid 49 is also operated to the low speed stage side. Release the high gear selection clutch.

  In step S213, the forward clutch solenoid 47 or the reverse brake solenoid 48 is operated by the control determined in step S209.

  Next, the effect will be described.

  In addition to the effects of Example 1,

  (5) When the shift lever is in the P position, the forward / reverse switching mechanism 6 is rotated at a high speed, so that the clutch slip amount per unit time is large and the oil viscosity is rapidly reduced. Also, the torque transmitted to the drive wheel side is reduced, which is convenient for stopping the vehicle. Therefore, it is possible to achieve improvement in fuel consumption, ensuring response stability of the hydraulic circuit, prompt improvement in shift feeling, and improvement in yield strength of the driving force transmission member.

  (6) When the shift lever is at the travel position such as the D position and the R position and the accelerator pedal is stepped on more than the set value, the forward / reverse switching mechanism 6 is rotated at a low speed, so The torque is increased from the output torque from the engine 1. Therefore, the vehicle can be run while slipping the starting clutch and increasing the oil temperature while securing the driving torque toward the driving wheels.

  (7) When the shift lever is in the traveling position such as the D position and the R position and the brake pedal is depressed, the forward / reverse switching mechanism 6 is rotated at a high speed, so the friction of the starting clutch While facilitating heat generation, the torque is weakened, which is convenient for stopping the vehicle. Therefore, the viscosity of the oil can be reduced without impairing the driver's intention to stop the vehicle, and the transmission torque to the drive wheel can be reduced.

  In the third embodiment, in addition to the system of the first or second embodiment, a vehicle dynamics control system that improves the stability of the vehicle by controlling the braking force and engine output of each wheel when sensing the side slip of the front and rear wheels. (Hereinafter referred to as a VDC system). Note that VDC is an abbreviation for Vehicle Dynamics Control. The VDC system corresponds to a travel stabilization device in the present invention.

  The configuration will be described below.

  FIG. 5 is an overall system diagram showing configurations of a hydraulic control circuit and an electric control circuit of a vehicle provided with a travel stabilization device. Although not shown in the third embodiment, a starting clutch, a belt-type continuously variable transmission, or the like similar to the first embodiment in FIG. 1 or the second embodiment in FIG. 3 is used as the starting clutch or transmission.

  In addition to the VDC system, the travel stabilization device controls the accelerator opening and fuel supplied to the engine when the drive wheels are about to cause wheel spin, reducing drive torque, improving acceleration, and improving vehicle stability. A traction control system (hereinafter referred to as TCS), an anti-lock brake system (hereinafter referred to as ABS) that controls the braking force by electronic control to prevent four-wheel locking and improve stability during sudden braking ). TCS is an abbreviation for Traction Control System, and ABS is an abbreviation for Anti-lock Brake System.

  The travel stabilization device includes a VDC / TCS / ABS control unit 61, a VDC / TCS / ABS actuator 62 that receives the actuator drive signal from the VDC / TCS / ABS control unit 61, and adjusts the brake fluid pressure of each wheel. , Sensors 63 to 69 connected to the VDC / TCS / ABS control unit 61.

  The VDC / TCS / ABS control unit 61 includes an engine controller 40, a transmission controller 41, a steering angle sensor 63 that detects the steering angle of the steering wheel, a yaw rate / lateral G sensor 64 that detects the yaw rate and lateral G, A pressure sensor 65 that detects the amount of brake operation and a wheel rotation sensor 66, 67, 68, 69 that detects the number of rotations of each wheel are connected to each other. A control signal is output to the / ABS actuator 62, the engine controller 40, the transmission controller 41, and the like. In addition, the driver is notified of abnormalities in the running state and electrical system by lighting the ABS warning lamp 71, the VDC OFF indicator lamp 72, and the SLIP indicator lamp 73.

  The engine controller 40 receives information from the VDC / TCS / ABS control unit 61 and controls the electronic control throttle 70 and the engine 1.

  The VDC / TCS / ABS control unit 61 controls the brake pressure of each of the four wheels via the VDC / TCS / ABS actuator 62.

Next, the operation will be described.
[VDC system]

  The VDC / TCS / ABS control unit 61 calculates a target skid amount based on the steering angle amount from the steering angle sensor 63 and the brake operation amount from the pressure sensor 65, and the yaw rate from the yaw rate / lateral G sensor 64. The actual side slip amount is calculated based on the side G and the rotation speed of each wheel from the wheel rotation sensors 66, 67, 68, and 69, and the actual side slip amount is compared with the target side slip amount. Then, a drive signal corresponding to the difference between the target side slip amount and the actual side slip amount is output to the VDC / TCS / ABS actuator 62, the brake force of each wheel is adjusted, and a control signal is output to the engine controller 40. Control engine output.

Further, when the VDC system is operating, the SLIP indicator lamp 73 blinks to notify the driver of the system operation.
[TCS]

  The VDC / TCS / ABS control unit 61 detects the wheel spin state of each wheel by the wheel rotation sensor of each wheel. When the driver depresses the accelerator pedal and the amount of wheel spin increases, a drive signal is output to the VDC / TCS / ABS actuator 62, the braking force of the brake is adjusted to suppress wheel spin, and a control signal is output to the engine controller 40. Control to reduce the engine output.

Further, when the TCS is activated, the SLIP indicator lamp 73 blinks to notify the driver of the system operation, and the TCS indicator lamp is turned on when the TCS is abnormal or the TCS is canceled arbitrarily by the driver.
[ABS]

Each wheel speed and simulated vehicle speed are calculated from information from each wheel rotation sensor 66, 67, 68, 69, the wheel slip state at the time of brake operation is constantly monitored, and when the wheel starts to slip, a brake fluid pressure holding signal is generated. When the slip increases, a pressure reduction signal is sent to the actuator, and when the slip decreases, a pressure increase signal is sent to the actuator to keep the wheel slip ratio in an appropriate state.
[Oil viscosity reduction treatment using a travel stabilization device]

  FIG. 6 is a flowchart showing the flow of the starting clutch control process executed by the transmission controller 41 and the VDC / TCS / ABS control unit 61 of FIG. 5. Steps S301 to S309 are the same as steps S101 to S309 of FIG. Since the same processing as that in step S109 is performed, description thereof will be omitted.

  In step S310, whether or not drug3 is input to the flag Pfwg, that is, the oil temperature in the vehicle transmission is lower than the predetermined temperature Ts, and the shift lever is in a traveling position such as the D position or the R position, and the brake is It is determined whether or not it is stepped on. If YES, the process proceeds to step S311. If NO, the process proceeds to step S312.

  In step S311, the brake is operated by the VDC system, and in step S312, the forward clutch solenoid 47 or the reverse brake solenoid 48 is operated by the control determined in step S309.

  Next, the effect will be described.

  In Example 3, in addition to the effects of Example 1 and Example 2,

  (8) When the oil temperature is lower than the predetermined temperature Ts and the shift lever is in the D or R position and the brake is depressed, the brake is operated by the VDC system and the starting clutch is slipped. The viscosity of the oil can be reduced by increasing the temperature of the oil without impairing the intention of stopping the vehicle.

  The vehicle starting clutch control device of the present invention has been described based on the first to third embodiments. However, the specific configuration is not limited to these embodiments, and each of the claims Design changes and additions are allowed without departing from the scope of the claimed invention.

  In the first to third embodiments, the start clutch control device is applied to the fastening control of the forward clutch and the reverse brake of the vehicle equipped with the belt type continuously variable transmission, but the vehicle equipped with the stepped automatic transmission or the toroidal type is shown. The present invention can be applied to various vehicles having a starting friction element that is fastened at the time of starting and transmits input torque from a driving source, such as a continuously variable transmission mounted vehicle, an automatic MT mounted vehicle, a hybrid vehicle, and an electric vehicle.

1 is an overall system diagram showing a drive system and a control system of a vehicle equipped with a belt type continuously variable transmission to which a starting clutch control device of Example 1 is applied. 3 is a flowchart showing a starting clutch control process executed by the transmission controller according to the first embodiment. It is a whole system figure which shows the drive system and control system of a vehicle with a belt-type continuously variable transmission to which the starting clutch control device of Embodiment 2 is applied. 7 is a flowchart showing a start clutch control process executed by a transmission controller according to a second embodiment. It is a whole system diagram which shows the hydraulic control circuit and electric control circuit of a vehicle stability control system provided with the VDC system of Example 3. 12 is a flowchart showing a start clutch control process executed by the transmission controller of the third embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Engine output shaft 3 Torsional damper 4 Flywheel 5 Clutch input shaft 6 Forward / reverse switching mechanism 7 Clutch output shaft 8 Primary pulley 9 CVT belt 10 Secondary pulley 11 Secondary pulley shaft 12 Output gear 13 Drive gear 14 Differential gear 15, 16 Drive shafts 17 and 18 Drive wheels 19 Belt type continuously variable transmission 20 Forward clutch 21 Reverse brake 22 Simple planetary gear 23 Transmission case 30 Oil tank 31 Oil pump 32 Hydraulic control unit 33 Primary pulley oil chamber 40 Engine controller 41 Transmission controller 42 Shift lever sensor 43 Oil temperature sensor 44 Brake pedal force sensor 45 Vehicle speed sensor 47 Forward clutch solenoid 48 Reverse brake solenoid 49 High speed gear selection Latch solenoid 50 Upstream auxiliary transmission 51 Housing 52 Drive plate 53 Simple planetary gear 54 High speed stage selection clutch 55 One-way clutch 56 Hollow fixed shaft 57 High speed stage damper 58 Low speed stage damper 59 Sub transmission output shaft 61 VDC / TCS / ABS Control unit 62 VDC / TCS / ABS actuator 63 Steering angle sensor 64 Yaw rate / lateral G sensor 65 Pressure sensor 66, 67, 68, 69 Wheel rotation sensor 70 Electronic control throttle 71 ABS warning lamp 72 VDC OFF indicator lamp 73 SLIP indicator lamp 81 Right front wheel 82 Left front wheel 83 Right rear wheel 84 Left rear wheel 85 Master cylinder

Claims (12)

In a vehicle start friction element control device in which a start friction element is arranged between an engine and a transmission,
Oil viscosity estimating means for estimating the oil viscosity in the transmission;
When it is estimated by the oil viscosity estimating means that the oil viscosity in the vehicle transmission is larger than a set value,
A starting friction element control device for a vehicle, wherein the starting friction element is set in a slip state. The vehicle starting friction element control device according to claim 1,
A starting friction element control device for a vehicle, wherein the starting friction element is brought into a slip state when the shift lever is in a park position. The vehicle starting friction element control device according to claim 1,
A starting friction element control device for a vehicle, wherein the starting friction element is set in a slip state when the shift lever is at a traveling position and the accelerator is stepped on more than a set value. The starting friction element control device for a vehicle according to claim 3,
A starting friction element control device for a vehicle, wherein the starting friction element is slipped when a brake pedal is depressed. The starting friction element control device for a vehicle according to claim 2,
A starting friction element control device for a vehicle, wherein a sub-transmission device arranged upstream of the starting friction element is on a high speed stage side. The starting friction element control device for a vehicle according to claim 3,
A starting friction element control device for a vehicle, characterized in that a sub-transmission device arranged on the upstream side of the starting friction element is on a low speed stage side. The vehicle starting friction element control device according to claim 6,
A vehicle starting friction element control device characterized in that when the brake pedal is depressed, the auxiliary transmission device is set to a high speed side. In the vehicle starting friction element control device according to any one of claims 4 and 7,
A vehicle start friction element control device, wherein when a brake pedal is depressed, a vehicle wheel stabilization device for stabilizing vehicle travel is used to actuate wheel brakes. The vehicle starting friction element control device according to any one of claims 1 to 8,
A starting friction element control device for a vehicle, wherein the slip amount of the starting friction element is increased as the oil viscosity in the transmission of the vehicle is higher. In the starting frictional element control device for a vehicle according to any one of claims 3, 4, 6, 7, 8, and 9,
The start friction element control device for a vehicle, wherein the slip amount of the start friction element is increased as the accelerator pedal of the vehicle is depressed. In the vehicle start friction element control device according to any one of claims 4, 7, and 8,
The start friction element control device for a vehicle, wherein the start friction element increases the slip amount as the brake pedal is depressed more strongly. The starting friction element control device for a vehicle according to any one of claims 1 to 11,
The starting friction element comprises a forward friction element and a backward friction element, and when the oil viscosity is larger than a set value, both the forward friction element and the backward friction element are brought into a slip state. A starting friction element control device for a vehicle.

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