JP2011001973A - Control device of starting clutch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a starting clutch capable of reducing any judder when the judder is produced due to degradation of a friction coefficient of the starting clutch caused by the degradation of lubricating oil.SOLUTION: The clutch target pressure PCCMD of the hydraulic pressure to be fed to a starting clutch based on a corrected value TPQ is calculated based on a fundamental clutch pressure PSTBM of the starting clutch to be calculated based on the input rotation speed NDR and its speed ratio ECL (S12). Then, the judder reduction control that the target engine torque TQSTTOD is decreased below the driver-requested torque TQAPCC when any judder produced in the starting clutch is detected (S10), and next, the target engine torque TQSTTOD is gradually increased toward the driver-requested torque TQAPCC when the transmitted torque of the starting clutch is substantially matched with the input torque, is executed (S22).

Description

  The present invention relates to a starting clutch control device, and more particularly to an apparatus that reduces judder (vibration) generated in a starting clutch.

  As an example of the starting clutch control device, the technique described in Patent Document 1 can be cited. In the technology, in calculating the torque transmission capacity of the starting clutch, the throttle opening range is conventionally divided into three types in consideration of the disadvantage that the throttle opening is one type and the setting range of the speed ratio of the starting clutch is narrow. The speed ratio is also set in the range of 0 to 2.0, absorbing torque fluctuation shocks to improve drivability and reducing fuel consumption.

Japanese Patent Laid-Open No. 9-72353

  By the way, in the starting clutch as shown in the technique described in Patent Document 1, when the lubricating oil (oil) deteriorates, there is a disadvantage that the friction coefficient is deteriorated and judder is generated in the starting clutch.

  An object of the present invention is to provide a starting clutch control device that solves the above-described problems and reduces judder when judder occurs due to deterioration of the friction coefficient of the starting clutch due to deterioration of lubricating oil. .

  In order to solve the above-described problem, according to a first aspect of the present invention, there is provided a starting clutch that is inserted into a transmission that changes the output of a drive source mounted on a vehicle and that transmits the changed output to drive wheels. In the control device, a transmission input / output rotational speed detection means for detecting an input rotational speed NDR input from the drive source to the transmission and an output rotational speed NDN output from the transmission, and input / output of the starting clutch Clutch input / output rotation speed detection means for detecting rotation speed, basic clutch pressure calculation means for calculating basic clutch pressure PSTBM of the starting clutch based on the input rotation speed NDR, and the input / output rotation speed of the starting clutch based on the input / output rotation speed Correction value calculation means for calculating a speed ratio ECL of the starting clutch and calculating a correction value TPQ based on the calculated clutch speed ratio ECL; and at least the calculated value A control means for calculating the clutch target pressure PCCMD of the hydraulic pressure to be supplied to the starting clutch based on the basic clutch pressure PSTBM and the correction value TPQ and supplying the target clutch pressure PCCMD to the starting clutch, and disposed on the driver's seat floor of the vehicle A driver request torque calculation means for calculating a driver request torque through an opening of an accelerator pedal and a judder detection means for detecting a judder generated in the starting clutch, and the control means detects the judder. When the output of the driving source is reduced below the driver required torque, and then the transmission torque of the starting clutch matches or substantially matches the input torque, the output of the driving source is directed toward the driver required torque. It is configured to execute judder reduction control that gradually increases.

  In the starting clutch control device according to claim 2, the control means is configured to execute the judder reduction control when the driver required torque is a predetermined value or more.

  In the starting clutch control device according to claim 3, the control means is configured such that when the driver required torque is not less than a predetermined value and the vehicle is not in a situation of climbing a gradient not less than the predetermined value, It is configured to execute judder reduction control.

  In the starting clutch control device according to claim 1, the transmission input / output rotational speed detecting means for detecting the input rotational speed NDR inputted from the drive source to the transmission and the output rotational speed NDN outputted from the transmission. Clutch input / output rotational speed detecting means for detecting the input / output rotational speed of the starting clutch, basic clutch pressure calculating means for calculating the basic clutch pressure PSTBM of the starting clutch based on the input rotational speed NDR, and input / output of the starting clutch A correction value calculating means for calculating a speed ratio ECL of the starting clutch from the rotation speed and calculating a correction value TPQ based on the speed ratio ECL, and a hydraulic pressure to be supplied to the starting clutch based on at least the calculated basic clutch pressure PSTBM and the correction value TPQ The control means for calculating the clutch target pressure PCCMD and supplying it to the starting clutch, and the driver request through the opening of the accelerator pedal A driver request torque calculation means for calculating the torque and a judder detection means for detecting the judder generated in the starting clutch, and the control means outputs the output of the drive source from the driver request torque when the judder is detected. Then, when the transmission torque of the starting clutch matches or substantially matches the input torque, the judder reduction control for gradually increasing the output of the drive source toward the driver request torque is executed. By reducing the output of the motor from the torque required by the driver, even when the judder is caused by the deterioration of the friction coefficient of the starting clutch due to the deterioration of the lubricating oil, the produced judder can be reduced.

  Further, when the transmission torque of the starting clutch coincides with or substantially coincides with the input torque, the output of the drive source is increased toward the driver's requested torque, so that the output of the drive source does not stagnate and the driver's torque Can meet the request.

  In the starting clutch control device according to claim 2, since the control means is configured to execute the judder reduction control when the driver required torque is equal to or greater than a predetermined value, the predetermined value is set in addition to the above-described effect. By appropriately setting, execution can be suppressed in a driving state in which the driver does not experience judder, and execution of judder reduction control can be stopped to the minimum necessary.

  In the starting clutch control device according to claim 3, the control means performs judder reduction control when the driver-requested torque is equal to or greater than a predetermined value and the vehicle is not in a situation of climbing a gradient equal to or greater than the predetermined value. Since it is configured to execute, it is possible to satisfy at least the climbing performance required by the driver by prioritizing the climbing performance over the reduction of judder.

1 is an overall view schematically showing a control device for an automatic transmission including a starting clutch according to the present invention. It is a flowchart which shows operation | movement of the control apparatus of the automatic transmission shown in FIG. 2 is an explanatory diagram for explaining the judder detection operation of the flow chart. FIG. 3 is a graph showing characteristics of basic clutch pressure PSTBM in the flow chart of FIG. 2. 2 is a graph showing the characteristic of the correction value TPQ in the flow chart. 2 is a time chart for explaining the processing of the flow chart. FIG. 3 is a graph showing characteristics of a clutch target pressure PCCMD in the flow chart of FIG. 2.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment for implementing a starting clutch control device according to the invention will be described with reference to the accompanying drawings.

  FIG. 1 is an overall view schematically showing a control device for an automatic transmission having a starting clutch according to the present invention.

  In FIG. 1, reference numeral 10 denotes an automatic transmission, which comprises a belt-type continuously variable transmission (CVT). An automatic transmission (hereinafter referred to as “CVT”) 10 is mounted on a vehicle (not shown), shifts the output of a drive source PM, and transmits the output to left and right drive wheels (front wheels) WL and WR via a differential mechanism D. .

  The drive source PM includes an internal combustion engine (hereinafter referred to as “engine”) E and an electric motor MOT. The electric motor MOT is coaxially connected to the output shaft (crank shaft) of the engine E, and functions as an electric motor MOT that rotates the engine E and a generator that is rotated by the engine E and generates regenerative power.

  The transmission 10 has an input shaft 12, an output shaft 14, and an intermediate shaft 16 provided in parallel with each other, and is housed in the transmission case 10 a together with the differential mechanism D. The input shaft 12 is coupled to the output shaft OS of the drive source PM via a coupling mechanism CP.

  A drive pulley 20 is provided on the input shaft 12. The drive pulley 20 is provided so as to be rotatable relative to the input shaft 12 and not axially movable, and to be movable in the axial direction relative to the fixed drive pulley half 20a. And a movable drive pulley half 20b.

  A drive-side pulley width setting mechanism 22 that sets the pulley width of the drive pulley 20 according to the pressure of the supplied hydraulic oil is provided on the side of the movable drive pulley half 20b.

  The drive-side pulley width setting mechanism 22 includes a cylinder wall 22a provided on the side of the movable drive pulley half 20b, and a cylinder chamber 22b formed between the cylinder wall 22a and the movable drive pulley half 20b. And a return spring 22c that is provided in the cylinder chamber 22b and urges the movable drive pulley half 20b toward the fixed drive pulley half 20a at all times.

  When the pressure (hydraulic pressure) of the hydraulic oil in the cylinder chamber 22b is increased, the movable drive pulley half 20b approaches the fixed drive pulley half 20a, and the pulley width of the drive pulley 20 is reduced. When the pressure is lowered, the movable drive pulley half 20b is separated from the fixed drive pulley half 20a, and the pulley width is increased.

  The output shaft 14 is provided with a driven pulley 24.

  The driven pulley 24 is fixed to the output shaft 14 so that it cannot rotate relative to the output shaft 14 and cannot move in the axial direction. The driven pulley 24 cannot rotate relative to the fixed driven pulley half 24a. It consists of a movable driven pulley half 24b that is movably provided in the direction.

  A driven pulley width setting mechanism 26 that sets the pulley width of the driven pulley 24 according to the pressure of the supplied hydraulic oil is provided on the side of the movable driven pulley half 24b.

  The driven pulley width setting mechanism 26 includes a cylinder wall 26a provided on the side of the movable driven pulley half 24b, and a cylinder chamber 26b formed between the cylinder wall 26a and the movable driven pulley half 24b. And a return spring 26c that is provided in the cylinder chamber 26b and constantly biases the movable driven pulley half 24b in a direction to approach the fixed driven pulley half 24a.

  When the pressure of the hydraulic oil in the cylinder chamber 26b is raised, the movable driven pulley half 24b approaches the fixed driven pulley half 24a, and the pulley width of the driven pulley 24 is narrowed. The side driven pulley half 24b is separated from the fixed side driven pulley half 24a, and the pulley width is widened.

  A metal V-belt 30 is wound between the drive pulley 20 and the driven pulley 24. The V-belt 30 has a large number of elements connected by a ring-shaped member (not shown), and the V-shaped surface formed on each element is in contact with the pulley surface of the drive pulley 20 and the pulley surface of the driven pulley 24 and is strongly pressed from both sides. Then, the power of the engine E is transmitted from the drive pulley 20 to the driven pulley 24.

  A planetary gear mechanism 32 is provided on the input shaft 12. The planetary gear mechanism 32 has a sun gear 34 that is spline-fitted to the input shaft 12 and rotates integrally with the input shaft 12, a ring gear 36 that is integrally formed with the fixed drive pulley half 20 a, and the input shaft 12. It has a planetary carrier 40 provided so as to be relatively rotatable, and a plurality of planetary gears 42 rotatably supported on the planetary carrier 40.

  Each planetary gear 42 always meshes with both the sun gear 34 and the ring gear 36. An FWD (forward) clutch 44 is provided between the sun gear 34 and the ring gear 36, and an RVS (reverse) brake clutch 46 is provided between the planetary carrier 40 and the transmission case 10a.

  When the hydraulic oil is supplied to the cylinder chamber 44b, the FWD clutch 44 moves the clutch piston 44a to the left in FIG. 1 against the spring force of the return spring 44c, so that the friction plate and the ring gear on the sun gear 34 side are moved. The sun gear 34 and the ring gear 36 are engaged with each other by engaging the friction plate 36 on the 36 side (in-gear), thereby enabling the vehicle to travel forward.

  The RVS brake 46 is supplied with hydraulic oil to the cylinder chamber 46b, and moves the brake piston 46a to the left in FIG. 1 against the spring force of the return spring 46c, so that the friction plate and the planetary on the transmission case 10a side are moved. By engaging the friction plate on the carrier 40 side and coupling the transmission case 10a and the planetary carrier 40, the vehicle is engaged (in-gear) to enable the vehicle to travel backward.

  When the FWD clutch 44 is engaged, the ring gear 36 cannot rotate relative to the sun gear 34, and when the RVS brake 46 is engaged, the planetary carrier 40 cannot rotate relative to the transmission case 10a. When the FWD clutch 44 is engaged while the input shaft 12 is rotated, the ring gear 36 is rotated together with the sun gear 34 and the drive pulley 20 is rotated in the same direction as the input shaft 12 (forward direction). Rotate. At this time, each planetary gear 42 rotates (revolves) around the input shaft 12 together with the sun gear 34 and the ring gear 36 without rotating.

  On the other hand, when the RVS brake 46 is engaged while the input shaft 12 is rotated, the sun gear 34 rotates integrally with the input shaft 12, while each planetary gear 42 rotates and the ring gear 36 is opposite to the sun gear 34. Rotate in the direction. As a result, the drive pulley 20 rotates in the direction opposite to the input shaft 12 (reverse direction rotation).

  When both the FWD clutch 44 and the RVS brake 46 are disengaged (out gear), only the input shaft 12 and the sun gear 34 rotate, and the rotation of the engine E is not transmitted to the drive pulley 20. The output shaft 14 is provided with a start clutch 52 together with the intermediate shaft drive gear 50.

  The starting clutch 52 is supplied with hydraulic oil to the cylinder chamber 52b, and moves the clutch piston 52a against the spring force of the return spring 52c, thereby causing the friction plate on the output shaft 14 side and the friction plate on the intermediate shaft drive gear 50 side. And the output shaft 14 and the intermediate shaft drive gear 50 are coupled.

  When the start clutch 52 is engaged (fastened), the intermediate shaft drive gear 50 cannot rotate relative to the output shaft 14. Therefore, when the start clutch 52 is engaged while the output shaft 14 is rotated, the intermediate shaft drive gear 50 becomes intermediate. The shaft drive gear 50 rotates together with the output shaft 14 together with the output shaft 14.

  The intermediate shaft 16 is provided with an intermediate shaft driven gear 54 and a differential drive gear 56. The intermediate shaft driven gear 54 and the differential drive gear 56 are both fixedly provided on the intermediate shaft 16, and the intermediate shaft driven gear 54 always meshes with the intermediate shaft drive gear 50.

  The differential drive gear 56 always meshes with a differential driven gear 60 fixed to the differential case Dc of the differential mechanism D.

  Left and right axle shafts ASL and ASR are fixed to the differential mechanism D, and left and right drive wheels WL and WR are attached to the ends thereof. The differential driven gear 60 is always meshed with the differential drive gear 56, and the entire differential case Dc rotates around the left and right axle shafts ASL and ASR as the intermediate shaft 16 rotates.

  The pressure of the hydraulic oil supplied to both the cylinder chambers 22b and 26b of the pulley is controlled, and the pulley side pressure that does not cause the slip of the V belt 30 is applied to the cylinder chamber 22b of the drive pulley 20 and the cylinder chamber of the driven pulley 24. When the rotation of the engine E is input to the input shaft 12 in the state given to 26b, the rotation is transmitted from the input shaft 12 → the drive pulley 20 → the V belt 30 → the driven pulley 24 → the output shaft 14.

  At this time, the pulley width is changed by increasing / decreasing both pulley side pressures of the drive pulley 20 and the driven pulley 24, and the winding radius of the V belt 30 with respect to both the pulleys 20 and 24 is changed, whereby the ratio of the winding radius ( A desired gear ratio according to the pulley ratio) can be obtained steplessly.

  When the starting clutch 52 is engaged in a state where the rotation of the engine E is transmitted from the input shaft 12 to the output shaft 14 as described above, the intermediate shaft drive gear 50 is connected to the output shaft 14 and rotated together. Then, the rotation transmitted to the output shaft 14 is further transmitted from the intermediate shaft drive gear 50 to the intermediate shaft driven gear 54, and the intermediate shaft 16 rotates. The rotation of the intermediate shaft 16 is transmitted to the left and right drive wheels WL, WR via the differential mechanism D and the axle shafts ASL, ASR, and drives them.

  On the other hand, when the starting clutch 52 is not engaged, the intermediate shaft drive gear 50 and the output shaft 14 are not connected, and the rotational power of the output shaft 14 is not transmitted to the intermediate shaft drive gear 50. Therefore, the left and right drive wheels WL, WR is not driven.

  Thus, the start clutch 52 is inserted into the CVT 10 that shifts the output of the drive source PM including at least the engine E mounted on the vehicle, and transmits the shifted output to the drive wheels WL and WR.

  The pulley width of the drive pulley 20 and the like described above, and the engagement (in-gear) / non-engagement (out-gear) of the FWD clutch 44 or the RVS brake 46 are caused in the cylinder chambers 22b, 26b, 44b, 46b, 52b in the hydraulic circuit. This is performed by controlling the pressure (hydraulic pressure) of the supplied hydraulic oil, but the description thereof is omitted.

  Returning to the description of FIG. 1, the engine E is provided with a DBW mechanism 64. That is, the mechanical connection between the throttle valve (not shown) of the engine E and the accelerator pedal (not shown) arranged on the vehicle driver's seat floor is cut off, and the throttle valve is an actuator (electric motor) of the DBW mechanism 64. Etc.).

  A crank angle sensor 66 is provided in the vicinity of the cam shaft (not shown) of the engine E, and outputs a signal indicating the engine speed NE for each predetermined crank angle position of the piston.

  In the intake system, an absolute pressure sensor 70 is provided downstream of the throttle valve to output a signal proportional to the intake pipe absolute pressure (engine load) PBA, and an intake temperature sensor 72 is provided at an appropriate position upstream of the throttle valve. Thus, an output corresponding to the intake water temperature is generated, and a water temperature sensor 74 is provided in the vicinity of a cooling water passage (not shown) to generate an output corresponding to the engine cooling water temperature TW.

  The output of the crank angle sensor 66 and the like described above is sent to the engine controller 76. The engine controller 76 includes a microcomputer and executes control of the output of the engine E via the DBW mechanism 64 based on the sensor output.

  An NDR sensor 80 is provided at an appropriate position in the vicinity of the drive pulley 20 in the CVT 10 to output a pulse signal corresponding to the rotational speed of the drive pulley 20, that is, the input rotational speed NDR of the CVT, and in the vicinity of the driven pulley 24. An NDN sensor 82 is provided at an appropriate position and outputs a pulse signal indicating the rotational speed of the driven pulley 24, that is, the output speed NDN of the CVT (corresponding to the input speed of the starting clutch 52). A vehicle speed sensor 84 is provided in the vicinity of the intermediate shaft driven gear 54 of the intermediate shaft 16 and outputs a pulse signal indicating the vehicle speed (traveling speed) VEL (corresponding to the output rotational speed of the starting clutch 52) through the rotational speed of the intermediate shaft driven gear 54. To do.

  Further, a select lever position sensor 90 is provided in the vicinity of the select lever 86, and outputs a signal corresponding to the position among P, R, N, D, and S selected by the driver, and in the hydraulic circuit, a reservoir. Is provided with an oil temperature sensor 92, which generates an output corresponding to the temperature of the hydraulic oil (oil temperature).

  An accelerator opening sensor 94 is provided in the vicinity of the accelerator pedal in the driver's seat of the vehicle, and outputs a signal proportional to the accelerator opening AP corresponding to the driver's accelerator pedal operation amount.

  The sensor output described above is sent to the shift controller 96 (the output of the accelerator opening sensor 94 is also sent to the engine controller 76).

  The shift controller 96 also includes a microcomputer, which excites and demagnetizes the electromagnetic solenoid valve of the hydraulic circuit based on the sensor output, and adjusts the pressure (hydraulic pressure) of the hydraulic oil supplied to the cylinder chambers 22b, 26b, 44b, 46b, 52b. Then, the pulley width and the engagement / disengagement of the FWD clutch 44, the RVS brake clutch 46, and the start clutch 52 are controlled, and the judder reduction control of the start clutch 52 is executed. The shift controller 96 and the engine controller 76 are connected by a signal line and configured to be able to communicate with each other.

  FIG. 2 is a flowchart showing the operation of the shift controller 96. The illustrated program is executed every predetermined time, for example, every 10 msec.

  In the following, it is determined whether or not it has been detected in S10 that the start clutch 52 has been judled.

  This determination is made by dividing the detected input / output rotational speed of the starting clutch 52, more specifically, by dividing the vehicle speed VEL by the rotational speed NDN of the driven pulley 24 to obtain the speed ratio (input / output rotational speed ratio) ECL of the starting clutch 52. Calculate and do. Note that the calculation of the speed ratio of the starting clutch 52 differs depending on the position of the starting clutch 52. The above calculation is performed when the starting clutch 52 is disposed downstream of the driven pulley 24 as in this embodiment.

  That is, as shown in FIGS. 3 (a) and 3 (b), a band that passes a component near the judder generation frequency (35 to 45 Hz) through the speed ratio ECL from when the vehicle starts until the start clutch 52 is engaged. A pass filter is used to count the number of times the extracted waveform exceeds a judder determination threshold having a vibration amplitude set as appropriate. When the count value is equal to or greater than a predetermined value, it is detected that judder has occurred.

  Returning to the explanation of the flow chart of FIG. 2, when the result in S10 is negative, the program proceeds to S12, and normal control is executed. That is, the clutch target pressure PCCMD of the hydraulic pressure to be supplied to the cylinder chamber 52b is calculated so that the vehicle is smoothly started by limiting the torque transmitted from the start clutch 52 to the drive wheels WL and WR by the start of the vehicle. Supply to the cylinder chamber 52b.

  Specifically, the clutch target pressure PCCMD is calculated as shown below.

PCCMD = PSTBM x TPQ x ratio x oil temperature correction term x intake air temperature correction term x
Motor torque correction term x hydraulic pressure conversion coefficient + zero point correction term

  In the above, PSTBM indicates the basic clutch pressure (indicating the torque transmission capacity) of the start clutch 52, and is specifically calculated from the input rotational speed NDR according to the characteristics shown in FIG.

  TPQ is a correction value of the basic clutch pressure calculated based on the speed ratio ECL of the starting clutch. Specifically, according to the characteristics shown in FIG. 5, the speed ratio ECL and the throttle opening TH ( Calculated according to zero, low and high).

  The ratio is the speed ratio between the drive pulley 20 and the driven pulley 24, and is similarly calculated from the ratio NDR / NDN between the input rotation speed NDR and the output rotation speed NDN. The oil temperature correction term and the intake air temperature correction term are calculated by searching for appropriate characteristics from the outputs of the oil temperature sensor 92 and the intake air temperature sensor 72. The detection value of the intake air temperature sensor 72 is acquired by communication with the engine controller 76.

  The motor torque correction term is calculated from the output of the electric motor MOT that assists the engine E. The hydraulic pressure conversion coefficient and the zero point correction term are fixed values.

  FIG. 6 is a time chart showing the processing of FIG. 2, the clutch target pressure PCCMD is calculated and supplied to the cylinder chamber 52b of the start clutch 52, as indicated by an imaginary line at the end of FIG.

  Returning to the description of the flow chart of FIG. 2, when the result in S10 is affirmative, the process proceeds to S14, where FWD, that is, the FWD clutch 44 that enables the vehicle to travel forward is engaged, and the selected position is It is determined whether D or S.

  When the result in S14 is negative, the process proceeds to S12. When the result is affirmative, the process proceeds to S16, where the accelerator opening AP is large, specifically, a predetermined value (for example, 3/8 in terms of throttle opening) or more. If NO, the process proceeds to S12.

  This is because the judder reduction control is unnecessary because the driver does not experience judder in the driving state where the accelerator opening is not large, in other words, in the driving state where the driver required torque is not equal to or greater than the predetermined value.

  When the result in S16 is affirmative, the program proceeds to S18, in which it is determined whether or not the driver request torque TQAPCC is large, specifically, a predetermined value (for example, 0.3G (G: acceleration in the vehicle longitudinal direction)) or more. If so, go to S12. The reason why the same type of determination is made in S18 is that the motor required torque TQAPCC of the motor MOT of the drive source PM differs depending on the remaining battery level even if the accelerator opening is the same. Similarly, when the drive source PM is composed only of the engine E, it is different from the charging efficiency.

  When the result in S18 is affirmative, the process proceeds to S20, in which it is determined whether or not the slope is large, specifically, the slope is on an uphill road and the road slope is equal to or greater than a predetermined value (for example, 11 degrees). Proceed to This is because it is difficult to climb the vehicle when the judder reduction control described later is executed on such a climb.

  The gradient is calculated by (vehicle driving force-acceleration resistance-rolling resistance) / vehicle weight using Newton's equation of motion. Note that other calculations may be used, or the inclination may be measured by arranging a tilt sensor in the vehicle.

  When the result in S20 is negative, the program proceeds to S22 to execute judder reduction control.

  Referring to the time chart of FIG. 6, when the judder is detected and the execution of the judder reduction control is permitted, the clutch target pressure PCCMD is calculated as shown and the target engine torque (output of the drive source PM) is calculated. ) TQSTTOD is calculated to be smaller than the driver required torque TQAPCC, and the hydraulic pressure obtained according to the calculated value is supplied to the cylinder chamber 52b. The driver request torque TQAPCC is calculated through the accelerator opening AP.

  Next, when the transmission torque of the starting clutch 52 coincides with or substantially coincides with the input torque (from the drive source PM), which is indicated as “stall” in the drawing, the target engine torque (output of the drive source) TQSTTOD is requested by the driver. Increase towards torque TQAPCC.

  More precisely, the input torque is calculated by the output of the drive source PM × the ratio × the efficiency. Specifically, the stall is determined to be a stall when NDR> threshold and NDR change <threshold.

  As the target engine torque TQSTTOD is increased, the input rotational speed NDR is also increased as a result, as shown in the uppermost part of the figure, so that the basic clutch pressure PSTBM calculated based on the input rotational speed NDR is also increased. PCCMD is also increased as a result.

  FIG. 7 is a time chart showing the characteristics of the clutch target pressure PCCMD calculated by the judder reduction control of S22 in the flowchart of FIG. As shown in the figure, the clutch target pressure PCCMD is set to increase at a first rate of increase until the stall time, and to increase at a rate of increase smaller than the first rate of increase after the stall time.

  The reason why the first rate of increase is large is to secure G necessary for starting the vehicle. The second rate of increase is determined to be the minimum necessary amount for reducing judder. The larger the effect, the higher the judder reduction effect, but the clutch pressure has an upper limit and is limited in terms of commercial properties.

  In this embodiment, the start clutch 52 is inserted into a transmission (CVT) 10 for shifting the output of the drive source PM mounted on the vehicle and transmits the shifted output to the drive wheels WL and WR. In a control device (shift controller 96), transmission input / output rotational speed detection means (NDR) for detecting an input rotational speed NDR input from the drive source PM to the transmission and an output rotational speed NDN output from the transmission. Sensor 80, NDN sensor 82), clutch input / output rotational speed detection means (NDN sensor 82, vehicle speed sensor 84) for detecting the input / output rotational speed of the starting clutch 52, and the starting clutch 52 based on the input rotational speed NDR. Basic clutch pressure calculation means (S12) for calculating the basic clutch pressure PSTBM of the starting clutch 52 and the starting clutch 52 based on the input / output rotational speed of the starting clutch 52 A correction value calculating means (S12) for calculating a frequency ratio ECL and calculating a correction value TPQ based on the calculated clutch speed ratio ECL, and at least based on the calculated basic clutch pressure PSTBM and the correction value TPQ. Control means (S10 to S22) for calculating and supplying the clutch target pressure PCCMD of the hydraulic pressure to be supplied to the start clutch 52 to the start clutch 52, and the opening degree of the accelerator pedal (on the driver's seat floor of the vehicle) A driver request torque calculation means (S22) for calculating the driver request torque TQAPCC through the accelerator opening (AP) and a judder detection means (S10) for detecting judder generated in the starting clutch 52, and the control means. When the judder is detected, the output of the drive source PM, in other words, the target engine torque TQST When OD is reduced below the driver request torque TQAPCC, and then the transmission torque of the starting clutch matches or substantially matches the input torque, the output of the drive source (target engine torque TQSTOD) is set to the driver request torque TQAPCC. (S22), the target engine torque TQSTOD is decreased from the driver request torque TQAPCC, so that the friction coefficient of the start clutch 52 due to the deterioration of the lubricating oil is reduced. When the judder is caused by the deterioration, the produced judder can be reduced.

  Further, when the transmission torque of the start clutch 52 matches or substantially matches the input torque, the output of the drive source PM is increased by increasing the output of the drive source, in other words, the target engine torque TQSTOD toward the driver request torque TQAPCC. It is possible to respond to the driver's torque request without stagnation.

  Further, the control means is configured to execute the judder reduction control (S22) when the driver required torque TQAPCC is equal to or greater than a predetermined value (S16, S18). By setting, execution can be suppressed in a driving state where the driver does not experience judder, and execution of judder reduction control can be stopped to the minimum necessary.

  Further, the control means performs the judder reduction control when the driver required torque TQAPCC is equal to or greater than a predetermined value (S16, 18) and the vehicle is not in a situation of climbing a gradient greater than the predetermined value (S20). Since it is configured to execute, it is possible to satisfy at least the climbing performance required by the driver by prioritizing the climbing performance over the reduction of judder.

  In the above description, the drive source PM is composed of the engine E and the electric motor MOT. However, the present invention is not limited to this, and the drive source PM is not limited to the engine E as long as it starts using the start clutch 52. Or only an electric motor.

  In the present invention, the transmission is not limited to the CVT. However, when the CVT is used, the arrangement of the starting clutch 52 is not limited to the downstream side of the driven pulley 24 as in the embodiment, and the drive You may arrange | position in the upstream of the pulley 20. FIG.

  10 automatic transmission (continuously variable transmission (CVT)), 12 input shaft, 14 output shaft, 16 intermediate shaft, 20 drive pulley, 22 drive side pulley width setting mechanism, 22b cylinder chamber, 24 driven pulley, 26 driven side pulley Width setting mechanism, 26b cylinder chamber, 30 V belt, 44 FWD clutch, 44b cylinder chamber, 46 RVS brake clutch, 52 starting clutch, 52b cylinder chamber, 64 DBW mechanism, 66 crank angle sensor, 70 absolute pressure sensor, 72 intake air temperature Sensor, 76 Engine controller, 80 NDR sensor, 82 NDN sensor, 84 Vehicle speed sensor, 92 Oil temperature sensor, 94 Accelerator opening sensor, 96 Shift controller, PM drive source, E Internal combustion engine (engine), MOT motor, WL, WR Driving wheel

Claims (3)

  In a control device for a starting clutch that is inserted into a transmission that changes the output of a drive source mounted on a vehicle and that transmits the changed output to drive wheels, an input rotation that is input from the drive source to the transmission A transmission input / output rotational speed detecting means for detecting a number NDR and an output rotational speed NDN output from the transmission; a clutch input / output rotational speed detecting means for detecting an input / output rotational speed of the starting clutch; and the input rotational speed A basic clutch pressure calculating means for calculating a basic clutch pressure PSTBM of the starting clutch based on the number NDR; a speed ratio ECL of the starting clutch is calculated from an input / output rotational speed of the starting clutch; and the calculated clutch speed ratio Correction value calculation means for calculating the correction value TPQ based on the ECL, and at least based on the calculated basic clutch pressure PSTBM and the correction value TPQ Calculates the driver required torque through the control means for calculating the clutch target pressure PCCMD of the hydraulic pressure to be supplied to the starting clutch and supplying it to the starting clutch, and the opening of the accelerator pedal arranged on the driver's seat floor of the vehicle A driver request torque calculating means for detecting the judder generated in the starting clutch, and the control means outputs the output of the drive source when the judder is detected. Executing a judder reduction control for gradually increasing the output of the drive source toward the driver request torque when the transmission torque of the starting clutch is equal to or substantially equal to the input torque. A starting clutch control device.   2. The starting clutch control device according to claim 1, wherein the control means executes the judder reduction control when the driver required torque is equal to or greater than a predetermined value.   The said control means performs said judder reduction control when the said driver | operator request | requirement torque is more than predetermined value, and when the said vehicle is not in the condition which climbs the gradient beyond predetermined value. Starting clutch control device.

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