JP2023068365A - Control apparatus - Google Patents

Abstract

To provide a control apparatus capable of suppressing generation of an abnormal noise or shock by a clutch with respect to shifting operation of a transmission in a high engine output state.SOLUTION: A control apparatus 1 performing engagement control of a clutch 41 has an output determination part 62 which directly or indirectly determines output of an engine 3. When a shift range of a transmission 20 is switched from a non-traveling range to a traveling range, the control apparatus performs the engagement control of the clutch 41 by passing through: a first engagement step S1 for using an engagement degree of the clutch 41 as a standby engagement degree lower than an engagement degree that enables power transmission under a condition of determining that the output of the engine 3 is predetermined output or more; and a second engagement step S2 for improving the engagement degree of the clutch 41 so as to enable power transmission in the clutch 41 under the condition that rotational power inputted to the clutch 41 may be lower than a predetermined reference value. This suppresses the engagement of the clutch 41 in a high engine output state.SELECTED DRAWING: Figure 5

Description

The present invention relates to a control device that controls engagement of a clutch.

2. Description of the Related Art Conventionally, an automatic transmission in a vehicle controls, for example, engagement and release of a clutch by operating a shift lever (transmission range) to switch the running state of the vehicle. By the way, in the control of the automatic transmission described above, shift shock may occur depending on the timing of operating the shift lever (shift change). Therefore, for example, the present invention relates to a control method for a vehicle automatic transmission that suppresses a shift shock that occurs when a shift is switched from a driving range (also referred to as D range or R range) to a driving range via neutral (N range). Techniques have been disclosed (for example, Patent Document 1).

Japanese Patent Application Laid-Open No. 2001-235020

By the way, in the vehicle described above, the driver sometimes performs a shift operation from the non-driving range to the driving range while the engine output (for example, the engine speed) is high (also called a racing garage). In such a case, the clutch is engaged when there is a large difference between the clutch input side (engine side) rotation speed and the clutch output side (transmission side) rotation speed. There was a problem that abnormal noise) and engagement shock (also called garage shock) occurred. In addition, when the clutch is engaged in such a state, there is a problem that the clutch is burned or worn, resulting in deterioration of the clutch.

However, the control method described in Patent Document 1 solves the problem when the shift operation is performed again from the D range to the D range via the N range, and solves the problem of shifting in the racing garage described above. isn't it. Therefore, there is a demand for a control device capable of suppressing the clutch squeal and engagement shock during the shift operation in the racing garage.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a control device capable of suppressing the generation of abnormal clutch noise and shock in response to a shift operation of a transmission in a state where the engine output is high.

(1) A control device of the present invention provided to solve the above-described problems is a control device that performs engagement control of a clutch provided in a transmission to which power generated in a vehicle engine is input, An output determination unit that directly or indirectly determines the output of the engine, and when the shift range in the transmission is switched from the non-running range selected in the non-running state to the running range selected in the running state, On the condition that the output determination unit determines that the output of the engine is equal to or greater than a predetermined output, the degree of engagement of the clutch is set to a standby degree of engagement lower than the degree of engagement at which power can be transmitted. Enhancing the degree of engagement of the clutch so that power can be transmitted through the clutch on condition that the engagement step and a state in which the rotational power input to the clutch is lower than a predetermined reference value. and a second engagement step of causing the clutch to engage.

When the shift range of the transmission is switched from the non-driving range to the driving range, the above-described control device provides that the output of the engine is determined to be equal to or greater than a predetermined output by the output determination unit. A control relating to the first engagement step is performed to set the degree of engagement to a standby degree of engagement lower than the degree of engagement at which power transmission is possible. Here, the condition under which it is determined that the output of the engine is equal to or greater than a predetermined output is, for example, a state in which the engine output is increased due to accelerator operation (racing garage). Therefore, in the first engagement step, when the engine output is equal to or higher than a predetermined output (in a state where the engine output is increasing), the degree of engagement of the clutch is related to the standby degree of engagement which is lower than the degree of engagement at which power can be transmitted. are controlled together. As a result, the control device described above can suppress clutch squeal (abnormal noise) and clutch engagement shock (garage shock).

Further, the above-described control device transmits power in the clutch on the condition that the rotational power input to the clutch is lower than a predetermined reference value after the clutch engagement control in the first engagement step. A second engagement step is performed to improve the degree of engagement of the clutch so as to achieve a possible state. Here, the predetermined reference value is, for example, an engine output at which the clutch does not generate abnormal noise or an engine output at which clutch engagement shock does not occur when the clutch is engaged. These engine outputs may be set based on data obtained in advance by experiments or output values obtained by sensors or the like. Further, in the second engagement step, control is performed to improve the engagement of the clutch so that power can be transmitted, so abnormal noise and engagement shock of the clutch are suppressed.

(2) In the control device of the present invention described above, the standby engagement degree in the first engagement step may be an engagement degree at which the clutch is in a contact state.

In the first engagement step, the control device described above can quickly shift the engagement state (engagement degree) of the clutch to the engagement degree at which the clutch is in the abutment state. Here, the engagement degree at which the clutch is in the abutment state is, for example, a state estimated to be immediately before power transmission becomes possible. Therefore, the above-described control device can quickly transition to the subsequent second engagement step while suppressing the occurrence of clutch noise and clutch engagement shock, and safely engages the clutch ( power transmission). Note that the engagement degree at which the clutch is in the abutting state may be determined experimentally in advance, or may be set by separately providing a clutch pressure sensor and obtaining the degree of engagement by the clutch pressure sensor.

(3) In the above-described control device of the present invention, the second engagement step is determined to be a second output lower than the first output of the engine in the first engagement step. should be started on the condition that

By adopting such a configuration, the control device described above can suppress the start of engagement of the clutch in a region where the output of the engine is high. As a result, the control device described above can suppress the occurrence of clutch noise and engagement shock.

(4) In the above-described control device of the present invention, the second engagement step is performed on the condition that it is determined that a predetermined time has passed since the engagement control of the clutch in the first engagement step has been started. should be started as

By adopting such a configuration, the control device of the present invention described above can suppress the start of engagement of the clutch in a region where the engine output is high. That is, the clutch engagement can be started in a state where the output of the engine is reduced after a predetermined period of time has passed since the start of the clutch engagement control. As a result, the control device described above can suppress the occurrence of clutch noise and engagement shock.

(5) In the control device of the present invention described above, it is preferable that the output determination section determines the output of the engine based on the number of revolutions of the engine.

With such a configuration, the control device described above can perform highly accurate clutch engagement control based on the number of revolutions of the engine. Here, the rotation speed of the engine may be acquired by an engine rotation sensor or the like.

(6) In the above-described control device of the present invention, the power generated in the engine is input to the transmission via the torque converter, and the output determination unit determines the torque based on the turbine rotation speed of the torque converter. to indirectly determine the output of the engine.

By adopting such a configuration, the control device described above can perform highly accurate clutch engagement control based on the turbine speed that correlates with the output of the engine. The turbine rotation speed may be acquired by, for example, a turbine rotation sensor or the like provided in a torque converter or the like.

(7) The above-described control device of the present invention preferably reduces the output of the engine by suppressing fuel supply to the engine in the first engagement step.

With such a configuration, the control device described above can smoothly reduce the output of the engine after the execution of the first engagement step. Therefore, the control device described above can quickly execute the control of the second engagement step that is performed after execution of the first engagement step. As a result, the control device described above can suppress the occurrence of a time lag in shifting.

INDUSTRIAL APPLICABILITY The present invention can provide a control device capable of suppressing the generation of abnormal clutch noise and shock in response to a shift operation of a transmission in a state where engine output is high.

1 is a skeleton diagram of a vehicle equipped with a control device according to an embodiment of the invention; FIG. It is a block diagram showing the configuration of the control device of the present invention. 4(a) and 4(b) are diagrams for explaining the operation of the clutch used in the control device of the present invention; FIG. (c) and (d) are explanatory diagrams of the operation of the clutch used in the control device of the present invention. 4 is a timing chart showing clutch engagement control by the control device of the present invention;

A control device 1 according to an embodiment of the present invention will be described below with reference to FIGS. 1 to 5. FIG. Before describing the control device 1, an outline of the vehicle 2 provided with the control device 1 will be described.

As shown in FIG. 1, a vehicle 2 is provided with an engine 3 and a transmission unit 10 in addition to a control device 1 (see FIG. 2). In the following description, in the input direction (power transmission direction) from the engine 3 serving as the power source, the front (front) viewed from the power source (engine) is simply referred to as "front Fr", and the far side (rear) is referred to as "front". It may simply be described as “rear Rr” for explanation.

The engine 3 includes a throttle valve 4 (see FIG. 2) for adjusting the amount of intake air into the combustion chamber of the engine 3, an injector (fuel injection device, not shown) for injecting fuel into the intake air, and an electric A spark plug (not shown) or the like is provided to generate discharge. The engine 3 is also provided with a starter (not shown) for starting the engine. The power of the engine 3 is transmitted to a differential gear (not shown) through a transmission unit 10, and from the differential gear to left and right drive wheels (not shown) through drive shafts (not shown). be.

The transmission unit 10 is a unit that changes the speed of the power generated by the engine 3 as a drive source for running. As shown in FIG. 1, the transmission unit 10 includes a torque converter 12, an input shaft 13, an output shaft 15, a continuously variable transmission 20 (CVT 20), a reverse transmission mechanism 30, a forward clutch 41 (clutch device 40), and a reverse clutch. 49 (clutch device 40) is provided. The transmission unit 10 is also provided with sensors such as a turbine rotation sensor 60 and an output shaft rotation sensor 61 (see FIG. 2).

The torque converter 12 includes a pump impeller (not shown), a turbine runner (not shown) and a lockup mechanism (lockup clutch). An output shaft (E/G output shaft) of the engine 3 is connected to the pump impeller so that the pump impeller can integrally rotate about the same rotational axis as the E/G output shaft. The turbine runner is rotatably mounted around the same axis of rotation as the pump impeller. A lockup mechanism is provided to directly connect/separate the pump impeller and the turbine runner. When the lockup mechanism is engaged (lockup on), the pump impeller and turbine runner are directly connected, and when the lockup mechanism is released (lockup off), the pump impeller and turbine runner are separated.

The input shaft 13 is arranged so that its axis coincides with the rotational axis of the torque converter. An input shaft gear 14 is integrally formed with the input shaft 13 . The front Fr end of the input shaft 13 is inserted into the torque converter.

The output shaft 15 is spaced rearward Rr from the input shaft 13 . The output shaft 15 is arranged such that its axis is aligned with the axis of the input shaft 13 . An output shaft gear 16 is formed integrally with the output shaft 15 . The output shaft gear 16 meshes with a secondary output gear 25, which will be described later.

The continuously variable transmission 20 is provided with a primary shaft 21 , a secondary shaft 23 , a primary pulley 26 , a secondary pulley 27 and a belt 28 .

A primary input gear 22 is attached to the primary shaft 21 so as to be relatively rotatable. The primary input gear 22 meshes with the input shaft gear 14 . A secondary input gear 24 and a secondary output gear 25 are attached to the secondary shaft 23 . The secondary input gear 24 is rotatable relative to the secondary shaft 23 . The secondary output gear 25 is mounted so as not to rotate relative to the secondary shaft 23 . The secondary output gear 25 meshes with the output shaft gear 16 provided on the output shaft 15 .

The continuously variable transmission 20 has a belt 28 stretched between a primary pulley 26 and a secondary pulley 27 . In the continuously variable transmission 20, the hydraulic pressure supplied to each hydraulic chamber (not shown) of the primary pulley 26 and the secondary pulley 27 is controlled to change the groove width of the primary pulley 26 and the secondary pulley 27. , the belt transmission ratio (the pulley ratio between the primary pulley 26 and the secondary pulley 27) is continuously and steplessly changed within a constant transmission ratio range.

Further, the continuously variable transmission 20 can switch between a non-driving range selected in the non-driving state and a driving range selected in the driving state by a shift lever (not shown) provided in the driver's seat. Here, the non-running range is a shift range selected when the vehicle 2 is in a non-running state, such as a stop range (P range) and a neutral range (N range). Also, the driving range is, for example, a shift range selected when the vehicle 2 is in a driving state, such as a driving range (D range).

The reverse transmission mechanism 30 is a mechanism that transmits power (rotation) of the input shaft 13 to the secondary input gear 24 . The reverse transmission mechanism 30 is provided with a reverse idler shaft 31 , a first reverse gear 32 and a second reverse gear 33 . The first reverse gear 32 is formed integrally with the reverse idler shaft 31 and meshes with the input shaft gear 14 . The second reverse gear 33 is formed integrally with the reverse idler shaft 31 at the rear Rr of the first reverse gear 32 and meshes with the secondary input gear 24 .

The forward clutch 41 (clutch device 40 ) is provided to permit/prohibit rotation of the primary input gear 22 with respect to the primary shaft 21 . As shown in FIGS. 3 and 4, the forward clutch 41 includes a clutch drum 42, a clutch piston 43, a friction member 44, a hydraulic chamber 45, a return spring 46, a cushioning member 47 (also referred to as an elastic member 47), and the like. It forms a device 40 . A hydraulic chamber 45 is formed between the clutch drum 42 and the clutch piston 43 . Further, the clutch piston 43 is elastically urged rearward Rr by a return spring 46 . The hydraulic chamber 45 can control the supply of oil into the hydraulic chamber 45 according to the output value of a solenoid (not shown).

As shown in FIG. 1 , when forward clutch 41 is engaged (engaged state), relative rotation of primary input gear 22 with respect to primary shaft 21 is prohibited. In other words, engagement of forward clutch 41 causes primary shaft 21 and primary input gear 22 to rotate together. On the other hand, when forward clutch 41 is released (released state), relative rotation of primary input gear 22 with respect to primary shaft 21 is permitted. Therefore, even if the primary input gear 22 rotates, the rotation is not transmitted to the primary shaft 21 .

The reverse clutch 49 (clutch device 40 ) is provided to permit/prohibit rotation of the secondary input gear 24 with respect to the secondary shaft 23 . Since the reverse clutch 49 has the same configuration as the forward clutch 41, detailed description thereof will be omitted.

When the reverse clutch 49 is engaged (engaged state), relative rotation of the secondary input gear 24 with respect to the secondary shaft 23 is prohibited. In other words, engagement of the reverse clutch 49 causes the secondary shaft 23 and the secondary input gear 24 to rotate integrally. On the other hand, when the reverse clutch 49 is released (released state), relative rotation of the secondary input gear 24 with respect to the secondary shaft 23 is allowed. Therefore, even if the secondary input gear 24 rotates, the rotation is not transmitted to the secondary shaft 23 .

In the following description, the forward clutch 41 and the reverse clutch 49 may be collectively referred to simply as "clutch device 40".

The amount of oil supplied to the hydraulic chamber 45 of the clutch device 40 is controlled by a clutch instruction pressure P (a target value of the hydraulic pressure of the clutch device 40), which will be described later.

<About the power transmission path>
Next, the power transmission path will be explained.

As shown in FIG. 1, when the vehicle 2 moves forward, the forward clutch 41 is engaged and the reverse clutch 49 is released. Power input from the engine 3 to the input shaft 13 via the torque converter 12 is transmitted from the input shaft gear 14 to the primary shaft 21 via the primary input gear 22 by engagement of the forward clutch 41 . On the other hand, even if the power input to the input shaft 13 is transmitted from the input shaft gear 14 to the secondary input gear 24 and the secondary input gear 24 rotates, the release of the reverse clutch 49 causes the secondary input gear 24 to rotate to the secondary shaft 23 . (Secondary shaft 23 ) and power is not transmitted to secondary shaft 23 .

The power transmitted to the primary shaft 21 is changed at a belt gear ratio according to the pulley ratio between the primary pulley 26 and the secondary pulley 27 and transmitted to the secondary shaft 23 . The power transmitted to the secondary shaft 23 is transmitted from the secondary output gear 25 to the output shaft 15 via the output shaft gear 16 .

When the vehicle 2 moves backward, the forward clutch 41 is released and the reverse clutch 49 is engaged. Power input from the engine 3 to the input shaft 13 via the torque converter 12 is transmitted from the input shaft gear 14 to the secondary shaft 23 via the reverse transmission mechanism 30 and the secondary input gear 24 by engagement of the reverse clutch 49 . be. At this time, the secondary shaft 23 rotates in a direction opposite to that during forward movement of the vehicle. The power transmitted to the secondary shaft 23 is transmitted from the secondary output gear 25 to the output shaft 15 via the output shaft gear 16 .

On the other hand, even if the power input to the input shaft 13 is transmitted from the input shaft gear 14 to the primary input gear 22 and the primary input gear 22 rotates, the forward clutch 41 is released and the primary input gear 22 rotates to the primary shaft 21 . , and power is not transmitted to the primary shaft 21 .

<Regarding the control device and sensor>
Next, the control device 1 and each sensor connected to the control device 1 will be described with reference to FIG.

The control device 1 includes a plurality of ECUs (Electronic control units) each including a microcomputer. A microcomputer includes, for example, a non-volatile memory such as a ROM or a flash memory. Each ECU is connected so as to be able to perform two-way communication using CAN (controller area network) communication protocol (see FIG. 2).

As shown in FIG. 2, the multiple ECUs include an engine ECU 50 for engine control and a transmission ECU 51 for speed change control. The plurality of ECUs also include a brake ECU (not shown) for brake control. An output determination unit 52 is connected to the engine ECU 50 . Various sensors required for control are connected to the engine ECU 50 and the transmission ECU 51 .

The engine ECU 50 is connected with the throttle valve 4, the engine rotation sensor 53, and the like.

Based on information acquired from detection signals of various sensors and/or various information input from other ECUs, the engine ECU 50 controls the throttle valve 4, the injectors, the ignition Control plugs and starters, etc. The engine ECU 50 can detect the depression amount of the accelerator with an appropriate sensor and control the throttle valve 4 and the like accordingly. Further, the engine ECU 50 can perform various controls such as the amount of fuel supply based on the engine speed acquired by an engine speed sensor 53, which will be described later. In addition to the above, the engine ECU 50 can also perform control to suppress fuel supply (also referred to as fuel cut).

The engine rotation sensor 53 outputs a pulse signal synchronized with rotation of the engine 3 as a detection signal. The engine ECU 50 converts the frequency of the pulse signal input from the engine rotation sensor 53 into engine rotation speed. It should be noted that the engine speed may not only be obtained directly by the engine speed sensor 53, but may also be obtained indirectly using other means.

The transmission ECU 51 is connected with a turbine rotation sensor 60, an output shaft rotation sensor 61, a clutch pressure sensor 62, and the like.

The turbine rotation sensor 60 outputs, as a detection signal, a pulse signal synchronized with the rotation of the turbine runner of the torque converter 12 (see FIG. 1). Since the frequency of the pulse signal corresponds to the rotation speed of the turbine runner, the transmission ECU 51 converts the frequency of the pulse signal input from the turbine rotation sensor 60 into the turbine rotation speed. Since the turbine runner and the input shaft 13 rotate integrally, the turbine rotation speed is the same as the rotation speed of the input shaft 13 . Here, the turbine speed drops from the peak as the torque transmission capacity of the clutch 41 increases as the clutch 41 is engaged. Further, the turbine rotation speed stops descending when the clutch 41 is completely engaged, and matches the rotation speed of the input shaft 13 .

The output shaft rotation sensor 61 outputs a pulse signal synchronized with the rotation of the output shaft 15 as a detection signal. Since the frequency of the pulse signal corresponds to the rotation speed of the output shaft 15, the transmission ECU 51 converts the frequency of the pulse signal input from the output shaft rotation sensor 61 into the output shaft rotation speed.

The clutch pressure sensor 62 outputs a pulse signal synchronized with the hydraulic pressure of the hydraulic chamber 45 in the clutch device 40 as a detection signal. The hydraulic pressure of the clutch device 40 is detected based on the frequency of the pulse signal. Further, based on the output value of the hydraulic pressure detected by the clutch pressure sensor 62, the control device 1 indicates that the clutch device 40 (forward clutch 41) has transitioned from the abutment state to a state in which it is estimated that power can be transmitted ( detection) can be determined.

The transmission ECU 51 operates valves included in a hydraulic circuit for supplying oil to each part of the transmission unit 10 based on information obtained from detection signals of various sensors and/or various information input from other ECUs. (not shown). The valves include solenoid valves for controlling hydraulic pressures of the forward clutch 41 and the reverse clutch 49, and the like. As the solenoid valve, a valve capable of controlling the output hydraulic pressure by a current value, for example, a normally open linear solenoid valve is used. The output hydraulic pressure of the solenoid valve is controlled according to the output value of the solenoid.

<Regarding the operation of the clutch>
Next, the operation of the forward clutch 41 will be described below with reference to FIGS. 3 and 4. FIG. Since the forward clutch 41 and the reverse clutch 49 have the same configuration, the forward clutch 41 will be described below as an example.

As shown in FIG. 3( a ), the cushioning material 47 is arranged between the clutch piston 43 and the friction material 44 to prevent direct contact between the clutch piston 43 and the friction material 44 . there is

As shown in FIG. 3B, the clutch piston 43 is pressed toward the cushioning member 47 by the oil supplied to the hydraulic chamber 45. As shown in FIG. The clutch piston 43 comes into contact with the cushioning material 47 due to hydraulic pressure. Here, the cushioning member 47 has a predetermined elastic force, and when the clutch piston 43 moves toward the friction member 44, it urges the clutch piston 43 rearward Rr with the predetermined elastic force. This suppresses the occurrence of an engagement shock when the clutch piston 43 is engaged.

As shown in FIG. 4(c), when oil is supplied to the hydraulic chamber 45 and the hydraulic pressure rises, the clutch piston 43 moves forward Fr and presses the friction material 44 from the rear Rr through the cushioning material 47. . Further, the clutch piston 43 presses and compresses the cushioning material 47 so that the cushioning material 47 can be completely crushed against the elastic force. Thereby, the clutch piston 43 can reliably transmit power to the friction material 44 .

Further, as shown in FIG. 4(d), when the hydraulic pressure in the hydraulic chamber 45 further increases, the cushioning material 47 is completely crushed, the friction material 44 is pressed, and the forward clutch 41 is completely engaged. On the other hand, when the hydraulic pressure is released from the engaged state of the forward clutch 41, the biasing force of the return spring 46 moves the clutch piston 43 rearward Rr, releasing the pressure contact of the friction material 44, and releasing the forward clutch 41. be done.

<Regarding clutch engagement control>
Next, engagement control of the forward clutch 41 when the shift range of the continuously variable transmission 20 is switched from the non-running range to the running range will be described. In this embodiment, the gear shift range is in the non-driving range (for example, N range) and the accelerator pedal is depressed to increase the engine output (also referred to as a racing garage), and the gear shift range is set to the driving range (for example, N range). A case in which a shift operation (shift change) is performed to the D range will be described as an example. Also, in this embodiment, engagement control of the forward clutch 41 (simply referred to as the clutch 41) in the racing garage will be described. Before describing the engagement control of the engine 3, the contents of each term will be described below.

“Clutch command pressure P” is a target value of the hydraulic pressure of the clutch 41 . More specifically, the clutch command pressure P is the target value of the hydraulic pressure of the hydraulic chamber 45 provided in the clutch 41 .

The “engine speed” is the speed of the engine 3 obtained by detection by the engine speed sensor 53 .

“Turbine speed” is the turbine speed detected by the turbine speed sensor 60 .

The “degree of clutch engagement” is the degree of progress of engagement of the clutch 41 . As described above, the degree of clutch engagement in this embodiment changes as the clutch piston 43 advances according to the hydraulic pressure (the output of the solenoid). Further, in this embodiment, the degree of clutch engagement is assumed to change according to the clutch command pressure P described above. In the following description, the degree of clutch engagement may be simply referred to as the degree of engagement.

The above is an explanation of each wording. Next, in a state where the output of the engine 3 is equal to or higher than a predetermined output (racing garage), the engagement of the clutch 41 when the shift range is switched from the non-driving range to the driving range. Synchronization control will be described in chronological order with reference to FIG. FIG. 5 is a timing chart showing the clutch engagement control of the present invention in chronological order.

As shown in FIG. 5, when the gear shift range is in the non-running range (N range), the accelerator pedal is depressed to increase the rotation speed of the engine 3 . In this state, when the shift range is switched to the driving range (D range) (timing T1), the output determination section 52 determines whether or not the output of the engine 3 is equal to or higher than a predetermined output. Here, the output of the engine 3 includes what is obtained directly, such as the engine speed, and what is obtained indirectly from the turbine speed. In this embodiment, the case where the determination of the output of the engine 3 is performed based on the engine speed will be described as an example.

The control device 1 determines the degree of engagement of the clutch 41 to enable power transmission under the condition that the output determination unit 52 determines that the output (rotational speed) of the engine 3 is equal to or greater than a predetermined output (rotational speed). Control is performed to transition to a standby engagement degree lower than the engagement degree (first engagement step S1). Engagement control of the clutch 41 is performed by controlling hydraulic pressure with a clutch command pressure P corresponding to the degree of standby engagement. Here, the condition under which it is determined that the rotation speed of the engine 3 is equal to or higher than a predetermined rotation speed is, for example, a state in which the engine rotation speed is increased due to accelerator operation (racing garage). Therefore, in the first engagement step S1, when the engine speed is equal to or higher than a predetermined speed (the engine speed is increasing), the degree of engagement of the clutch 41 is lower than the degree of engagement at which power can be transmitted. The engagement is controlled to the standby engagement degree. As a result, the control device 1 can suppress clutch squeal (abnormal noise) and engagement shock (garage shock) of the clutch 41 .

As described above, the standby engagement degree is, for example, a state estimated to be immediately before power transmission becomes possible. Specifically, the degree of engagement is such that the clutch 41 is in a contact state (see FIG. 3B). That is, the standby engagement degree is the engagement degree at which the clutch piston 43 is in contact with the cushioning member 47 . At this time, the engagement of the clutch 41 is controlled by the clutch instruction pressure P for maintaining the standby engagement degree. As a result, in the first engagement step S1, the control device 1 can quickly shift the engagement state (engagement degree) of the clutch 41 to the engagement degree at which the clutch 41 is in the contact state. The degree of engagement at which the clutch 41 is in the abutment state may be determined experimentally in advance or obtained by the clutch pressure sensor 62 .

Further, in the first engagement step S1, for example, by suppressing fuel supply (also referred to as fuel cut) when it is estimated that the number of rotations of the engine 3 reaches a maximum, the number of rotations of the engine 3 is reduced. A control to reduce the number is performed. As a result, the control device 1 can smoothly reduce the rotation speed of the engine 3 to a predetermined rotation speed. Therefore, the control device 1 can quickly execute the control of the later-described second engagement step S2 that is performed after execution of the first engagement step S1. As a result, the control device 1 can suppress the occurrence of a time lag in shifting. It should be noted that the control for reducing the rotation speed of the engine 3 can employ various means such as closing the throttle opening, in addition to suppressing the fuel supply.

In the first engagement step S1, instead of the engine speed, control may be performed to shift the engagement state of the clutch 41 to a state in which hydraulic pressure that does not pull in turbine rotation in the torque converter 12 is applied. By adopting such a configuration, the control device 1 can rapidly transition to an engagement state (engagement degree) that is estimated to be immediately before power transmission becomes possible in the first engagement step S1. Here, the state in which the torque converter 12 is applied with hydraulic pressure that does not pull in the turbine rotation may be determined experimentally in advance or obtained by the clutch pressure sensor 62 .

When the control in the first engagement step S1 is completed, the control in the second engagement step S2 is executed at timing T2. Specifically, first, on the condition that the output determination unit 52 determines that the rotational power input to the clutch 41 is lower than a predetermined reference value, the power transmission is enabled. Control is performed to improve engagement of the clutch 41 . Control for improving the engagement of the clutch 41 is performed by increasing the clutch command pressure P. Here, the predetermined reference value is set to, for example, the engine speed at which the clutch 41 does not generate abnormal noise or the engine speed at which the engagement shock of the clutch 41 does not occur when the clutch 41 is engaged. . These engine speeds may be set based on data obtained in advance by experiments or the like or output values obtained by the engine speed sensor 53 or the like.

The condition for starting the second engagement step S2 is a second output (second rotation speed) lower than the first output (first rotation speed) of the engine 3 in the first engagement step S1. The condition is that the determination is made as follows. With this configuration, the control device 1 can prevent the clutch 41 from starting to be engaged in a region where the engine 3 has a high rotational speed. As a result, the control device 1 can suppress the occurrence of abnormal noise of the clutch 41 and the occurrence of engagement shock.

In the engagement control of the clutch 41 in the second engagement step S2, the clutch piston 43 presses the cushioning material 47 and crushes it (see FIG. 4(c)). Subsequently, the cushioning material 47 is further pressed into a completely engaged state (FIG. 4(d)). By these, the clutch 41 is completely engaged. In this manner, the control device 1 puts the clutch 41 into a state where power transmission is possible on condition that it is determined that the rotational power input to the clutch 41 is lower than a predetermined reference value. can improve compatibility. Therefore, the control device 1 of the present invention can effectively suppress abnormal noise and engagement shock of the clutch 41 .

As described above, in the first engagement step S1, the control device 1 of the present invention suppresses the abnormal noise and engagement shock of the clutch 41, and puts the clutch 41 into a state estimated to be immediately before power transmission becomes possible. Engagement can be rapidly advanced. Therefore, the control device 1 of the present invention can quickly transition to the second engagement step S2 that is executed thereafter, and can safely engage the clutch (power transmission).

The above is the embodiment of the control device 1 according to the present invention, but the control device 1 of the present invention is not limited to the above-described embodiment, and can be modified in various ways.

Although the forward clutch 41 has been described in this embodiment, the control device 1 of the present invention can be applied not only to the forward clutch 41 but also to various clutch devices 40 including the reverse clutch 49 . Moreover, the output determination unit 52 is not limited to being provided separately from the engine ECU 50, but may be included in the engine ECU 50 or another ECU. Further, the clutch instruction pressure P in the first engagement step S1 and the second engagement step S2 can be appropriately set according to the characteristics of the engine 3, the clutch device 40, and the continuously variable transmission 20. .

Further, in the present embodiment, the P range and the N range have been exemplified as the non-running ranges in the continuously variable transmission 20, but the control device 1 of the present invention can be selected when the vehicle 2 is in the non-running state. can be adopted. Further, in the present embodiment, the D range was exemplified as the running range of the continuously variable transmission 20, but the control device 1 of the present invention can be selected from various shift ranges (for example, , S range and B range) can be adopted.

Further, in the present embodiment, the output determination of the engine 3 by the output determination unit 52 is performed based on the engine speed, but the control device 1 of the present invention is not limited to this. It is possible to determine the output of the engine 3 based on various conditions that are correlated with the output of . For example, the control device 1 of the present invention starts the second engagement step S2 on the condition that it is determined that a predetermined time has elapsed since the engagement control of the clutch 41 in the first engagement step S1 was started. can do. With such a configuration, the control device 1 of the present invention can suppress the start of engagement of the clutch 41 in a region where the output of the engine 3 is high. In other words, the engagement of the clutch 41 can be started in a state where the output of the engine 3 is reduced after a predetermined time has elapsed since the engagement control of the clutch 41 was started. As a result, the control device 1 of the present invention can suppress the occurrence of abnormal noise and engagement shock of the clutch 41 .

Further, the determination of the output of the engine 3 by the output determination unit 52 is performed not only based on the directly obtained output such as the engine speed, but also based on the indirectly obtained output. It's okay. For example, the determination of the output of the engine 3 may be made indirectly based on the turbine speed of the torque converter 12 . With such a configuration, the control device 1 of the present invention can perform highly accurate engagement control of the clutch 41 based on the turbine rotation speed that correlates with the output of the engine 3 . The turbine rotation speed may be acquired by, for example, a turbine rotation sensor 60 or the like provided in a torque converter or the like.

Although a hydraulically controlled clutch is used as the clutch device 40 in the present embodiment, it is not limited to this, and the control device 1 of the present invention can use various types of clutch devices 40 . For example, the clutch device 40 may be an electromagnetically controlled clutch.

In the present embodiment, the clutch device 40 uses the cushioning material 47 to reduce the engagement shock. For example, the elastic member 47 may be formed of a spring. Further, in the present embodiment, the transition to the abutting state in which the cushioning member 47 and the clutch piston 43 abut is set as the determination condition for switching to the first engagement step S1. It is not limited to this. Various conditions can be set as the determination condition as long as the engagement state (degree of engagement) of the clutch 41 does not cause clutch squeal or engagement shock. For example, the determination condition may be set based on the elapsed time after switching the shift range, the turbine speed, the oil pressure (clutch pressure) of the clutch device 40, and the like.

In the present embodiment, the fuel supply is suppressed (fuel cut) in the first engagement step S1 in order to reduce the engine output. , can be changed accordingly. Further, in the present embodiment, the timing of releasing the suppression of fuel supply is performed at the same time as the start of the second engagement step S2 (timing T2), but the timing of releasing the suppression of fuel supply can be changed as appropriate. Further, the means for reducing the engine output is not limited to suppressing the fuel supply, and various means such as closing the throttle opening can be adopted. Moreover, the means for reducing the engine output may be provided as required, and the means for reducing the engine output may not be provided.

Further, in this embodiment, the vehicle 2 (CVT vehicle) provided with the continuously variable transmission 20 is shown as an example, but the control device 1 of the present invention can be applied to an AT vehicle or the like in addition to the CVT vehicle. good. That is, the control device 1 of the present invention can be used for various transmissions. Further, the clutch device 40 is not limited to the forward clutch 41 and the reverse clutch 49 of a CVT vehicle, and may be a clutch device of an AT vehicle.

Various embodiments and modifications of the control device according to the present invention have been described above. One of ordinary skill in the art will readily recognize that other embodiments are possible from the teachings and spirit of the scope.

INDUSTRIAL APPLICABILITY The control device of the present invention can be used for clutch engagement control in various vehicles equipped with an engine.

1: Control device 2: Vehicle 3: Engine 40: Clutch device 41: Forward clutch (clutch, clutch device)
52: Output determination unit 53: Engine rotation sensor 60: Turbine rotation sensor 62: Clutch pressure sensor P: Clutch command pressure S1: First engagement step S2: Second engagement step

Claims (3)

A control device that performs engagement control of a clutch provided in a transmission to which power generated in a vehicle engine is input,
Having an output determination unit that directly or indirectly determines the output of the engine,
When the shift range in the transmission is switched from the non-driving range selected in the non-driving state to the driving range selected in the driving state,
On the condition that the output determination unit determines that the output of the engine is equal to or greater than a predetermined output, the degree of engagement of the clutch is set to a standby degree of engagement lower than the degree of engagement at which power can be transmitted. an engaging step;
A second engagement that increases the degree of engagement of the clutch so that the clutch can transmit power on the condition that the rotational power input to the clutch is lower than a predetermined reference value. and performing engagement control of the clutch through steps. 2. The control device according to claim 1, wherein said standby engagement degree in said first engagement step is an engagement degree at which said clutch is in a contact state. The second engagement step is started under the condition that it is determined that the output is equal to or less than a second output that is lower than the first output of the engine in the first engagement step. 3. The control device according to claim 1 or 2.

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