JP3201198B2 - Vehicle clutch control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch control device for a vehicle, and more particularly to a clutch control device for a vehicle. In addition, it is possible to realize quick start at high load, and to secure the power performance and drivability at start for any load required by the engine, and to achieve the robustness of the start mode control ( Robustness), can be adapted to small changes in the program, can be adopted for various types of electronically adjustable clutch torque clutch, equipped with electronically adjustable torque capacity clutch The present invention also relates to a vehicle clutch control device that can be used in transmissions of any type.

[0002]

2. Description of the Related Art An engine mounted on a vehicle is connected to a transmission for converting torque and rotation speed as desired and extracting the torque and rotation speed. The transmission is provided with a clutch capable of electronically adjusting a torque capacity. There is something. As this clutch, there is a clutch whose torque capacity is electronically adjusted using a hydraulic pressure or the like according to a driving operation or a running state.

[0003] As a control device for a clutch provided in the above-mentioned transmission and capable of electronically adjusting the torque capacity, Japanese Patent Application Laid-Open Publication No.
Japanese Unexamined Patent Application Publication No. 213730 discloses an example. A control device disclosed in this publication is a start control device for an automobile clutch including an electromagnetic powder clutch that is engaged with a transmission by applying an exciting current as a clutch mechanism. By changing the energization start time of the excitation current of the powder clutch, the engine rotational speed at the time of starting is appropriately increased according to the throttle opening.

That is, the control device disclosed in Japanese Patent Application Laid-Open No. Hei 3-213730 delays entry to start control (star mode) by a set time according to the throttle opening.
This realizes start control according to the throttle opening.

[0005] As described above, the clutch control device of a vehicle equipped with an engine to which a transmission having a clutch capable of electronically adjusting the torque capacity is connected is provided with various types of control in order to improve drivability at the time of starting. Some control is performed based on the idea of the above.

For example, in a conventional clutch control device, when a driver starts a vehicle, entry into a start mode is performed so that complete engagement of the clutch is not started until an engine state suitable for starting is reached. There is something to delay.

In the conventional clutch control device, the amount of creep of the clutch during a delay in entering the start mode when the driver starts the vehicle is set according to the engine state.

[0008]

A transmission having a clutch capable of electronically adjusting the torque capacity includes a continuously variable transmission including a driving pulley, a driven pulley, and a belt. Some of the continuously variable transmissions with adjustable torque capacity have a torque capacity that can be adjusted by the hydraulic pressure of the clutch pressure.

The control means of the clutch control device for controlling the clutch pressure includes, for example, a creep pressure setting section for setting the creep pressure based on the engine speed and the throttle opening, and a feed of the clutch pressure at the time of starting from the throttle opening. A feed forward control unit for setting a forward amount,
A speed loop control unit that sets a target engine rotational speed value of the clutch pressure at the time of starting from the throttle opening, and a pressure control loop unit that sets a clutch solenoid duty so that the clutch pressure becomes the clutch pressure target value. ,
There is a type in which a set value from each setting unit of creep pressure, feed forward, and speed loop is selected according to a control mode, and a clutch solenoid duty is set by a pressure loop control unit so that the clutch pressure becomes a clutch pressure target value. .

[0010] When analyzing the start of excellent drivability in a vehicle equipped with such a clutch control device, the engine speed matches the engine speed target value in the speed loop control unit during start mode control. Turned out to be.

On the other hand, when the engine rotation speed does not match the target engine rotation speed during the control of the start mode, that is, when the follow-up of the engine rotation speed to the target engine rotation speed is inferior, the start mode is set. There is a gap for a while after the entrance and a gap in the latter half of the start mode.

[0012] When the driver starts the vehicle, the entry into the start mode is delayed so that the complete connection of the clutch is not started until the engine reaches an engine state suitable for the start. The method of setting the creep amount of the clutch during the delay of entry according to the engine state is a measure against the deviation for a while after entering the start mode.

However, as shown in FIG. 18, especially when the required engine load is low, the engine rotational speed may increase after a short time after entering the start mode. That is, the ability of the engine rotation speed to follow the engine rotation speed target value is inferior. This is because the start of the operation of the speed loop control unit is delayed, so that the engine speed increases before the effect of the speed loop control is exhibited.

As shown in FIG. 19, especially when the required engine load is high, even if the amount of creep of the clutch during the delay of the entry into the start mode is set by the engine state, Entering the start mode before the creep amount set by the state is realized will cause a shock.

More specifically, in the conventional clutch control device, when the driver steps on the accelerator pedal to turn the driver demand switch DDT SW from OFF to ON, the driver receives a start operation, and the engine speed N
When E rises to a predetermined value (a constant value irrespective of the throttle opening) as shown in FIG. 17, the vehicle enters the normal start mode NST from the hold mode HLD.

At a low throttle opening THRT as shown by a point a in FIG. 17, when entering the normal start mode NST, as shown in FIG. 18, the engine speed NE and the engine speed of the clutch control in the speed loop control are set. The difference from the speed target value NESPC is small. In the speed loop control, since the feedback control is employed, if there is no difference between the engine speed NE and the engine speed target value NESPC, the control operation amount of the clutch (clutch solenoid duty OP
WCLU) is not changed.

For this reason, the effect of the speed loop control is exerted shortly after entering the normal start mode. However, the engine rotation speed NE becomes larger than the engine rotation speed target value NESPC before the effect of the speed loop control is exerted, and a rising phenomenon occurs.

To prevent the engine speed NE from rising, a driver demand switch DDT SW is required.
Is turned on and the torque generated by the engine is suppressed before entering the normal start mode NST from the hold mode HLD, and the effect of the speed loop control is described as follows. The engine speed NE is set to the target engine speed NESP.
There is a method to exert before reaching C.

At a high throttle opening THRT as shown by a point b in FIG. 17, the effect of the speed loop control appears before the engine speed NE reaches the engine speed target value NESPC as shown in FIG. For,
Engine speed NE at low throttle opening THRT
Is relatively inconspicuous, but a shock may occur when entering the normal start mode NST.

Generally, when the throttle opening THRT is high, since the driver operates the throttle more quickly than when the throttle opening THRT is low, the engine speed NE reaches a predetermined value shown in FIG. For this reason, when the creep amount of the clutch is set based on the engine state during the delay of the entry into the start mode, it is necessary to enter the start mode before the creep amount set by the engine state is realized. And cannot achieve the purpose,
Without being able to suppress the sudden increase in the torque generated by the engine,
You will enter normal start mode.

The driver demand switch DDT
Between the time when the SW is turned on and the time when the vehicle enters the normal start mode NST from the hold mode HLD, the clutch pressure PCLUTCHT which is a value corresponding to the torque capacity of the clutch.
Does not readily increase to the clutch pressure target value CPSP,
The integrated value of the pressure loop control is abnormally accumulated, and the vehicle enters the normal start mode NST.

As a result, when entering the normal start mode NST with the high throttle opening THRT, a shock is generated.

At the time of the low throttle opening THRT,
The throttle operation of the driver is generally slow, and there is a margin in time until the engine speed NE reaches the predetermined value shown in FIG. Therefore, when the creep amount of the clutch is set based on the engine state during the delay of the entry into the start mode, the creep amount set based on the engine state before entering the normal start mode NST from the hold mode HLD. Can be realized, and the object can be sufficiently achieved.

[0024]

SUMMARY OF THE INVENTION Accordingly, in order to eliminate the above-mentioned disadvantages, the present invention provides an engine mounted on a vehicle connected to a transmission having a clutch capable of electronically adjusting a torque capacity. If the driver demand switch before the start operation of the vehicle is OFF, the engine speed N
E, the torque capacity of the clutch is controlled to the target value PCC in the hold mode in the various control modes, and when the driver demand switch is ON after the start operation of the vehicle, the engine rotation speed trigger is obtained from the throttle opening THRT. When the engine speed NE is lower than the engine speed trigger NETR, the torque capacity of the clutch is set from the throttle opening THRT to a target value PC when the driver demand switch is ON.
C ', and when the engine speed NE is equal to or higher than the engine speed trigger NETR, the vehicle enters the start mode from the hold mode and sets the torque capacity of the clutch in the start mode from the target set by the speed loop control. It is characterized in that control means for controlling the value to the value PCC is provided.

[0025]

According to the structure of the present invention, the clutch control device controls the engine rotational speed NE by the control means when the driver demand switch is OFF before starting the vehicle.
Controlling the torque capacity of the clutch to a target value PCC in the hold mode in various control modes,
When the driver demand switch is ON after the vehicle starts operating, the engine rotation speed trigger NETR is set from the throttle opening THRT, and when the engine rotation speed NE is less than the engine rotation speed trigger NETR, the engine opening speed THRT is set based on the throttle opening THRT. The torque capacity is controlled so as to reach the target value PCC ′ when the driver demand switch is ON, and the engine speed NE is set to the engine speed trigger N
In the case of ETR or more, the vehicle enters the start mode from the hold mode, and sets the torque capacity of the clutch in the start mode to the target value PCC set from the speed loop control.
By controlling so as to be able to realize a smooth start at a low load and a quick start at a high load, a start mode corresponding to an engine required load at the time of starting the vehicle can be realized. Optimal admission can be realized.

[0026]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 16 show an embodiment of the present invention. 6, reference numeral 2 denotes an engine mounted on a vehicle (not shown), reference numeral 4 denotes a transmission connected to the engine 2, for example, a continuously variable transmission (CVT), reference numeral 6 denotes a clutch control device, and reference numeral 8 denotes control means. The engine 2 has a crankshaft 10 connected to a drive shaft 22 of the continuously variable transmission 4 via a damper 12. The damper 12 absorbs rotation fluctuation of the driving force transmitted by the buffer member 14.

The continuously variable transmission 4 includes a driving pulley (primary pulley) 16 and a driven pulley (secondary pulley).
And a belt 20 wound around the driving pulley 16 and the driven pulley 18.

The drive pulley 16 has a drive-side fixed pulley piece 24 provided integrally with a drive shaft 22 having one end connected to the damper 12, and the drive pulley 16 is axially movable and non-rotatable on the drive shaft 22. Driven movable pulley piece 26 provided
And consisting of On the back side of the drive-side movable pulley part 26, a drive-side housing 30 that forms a drive-side hydraulic chamber 28 in cooperation with the back side of the drive-side movable pulley part 26 is provided. A drive shaft rotation detection gear 32 is fixedly provided on the other end of the drive shaft 22.

The driven pulley 18 has a driven-side fixed pulley part 36 provided integrally with a driven shaft 34 disposed in parallel with the drive shaft 22, and is driven by the driven shaft 34 so as to be axially movable and non-rotatable. Driven side movable pulley piece 3 provided so as to be able to be provided
8 On the back side of the driven-side movable pulley portion 38, a driven-side housing 42 that forms a driven-side hydraulic chamber 40 in cooperation with the back surface of the driven-side movable pulley portion 38 is provided. A driven shaft rotation detecting gear 44 is fixedly provided at one end of the driven shaft 34.

At the other end of the driven shaft 34, a clutch 46 capable of electronically adjusting the torque capacity is provided.
The clutch 46 is provided downstream of the transmission section of the continuously variable transmission 4, and is provided with a clutch pressure PCLU supplied to the clutch pressure chamber 48.
The torque capacity is adjusted by connection / disconnection by the hydraulic pressure of the TCH, and transmission of the driving force to the output shaft 50 rotatably supported by the driven shaft 34 is intermittently performed. The output shaft 50 is fixedly provided with a cluster gear 52 serving as an output shaft rotation detecting gear.

The continuously variable transmission 4 is provided with a hydraulic control mechanism 54. This hydraulic control mechanism 54 includes:
A line pressure solenoid valve 56, a clutch pressure solenoid valve 58, and a ratio pressure solenoid valve 60 are provided.

The hydraulic control mechanism 54 is connected to an oil pump 62 driven by the engine 2 from an oil introduction passage 64.
Oil supplied by the solenoid valve 5
6 to 60, the driven hydraulic chamber 40 acts as the line pressure PLINE via the line pressure passage 66, the clutch hydraulic chamber 48 acts as the clutch pressure PCLUTCH via the clutch pressure passage 68, and the ratio pressure passage 70 via the ratio pressure passage 70. To act on the drive side hydraulic chamber 28 as a ratio pressure.

The continuously variable transmission 4 controls the rotation of the drive shaft 22 in the vicinity of the drive shaft rotation detection gear 32 so that the engine rotation speed N
A drive shaft rotation speed sensor 72 for detecting as E, a driven shaft rotation speed sensor 74 for detecting the rotation of the driven shaft 34 as a clutch input side rotation speed near the driven shaft rotation detection gear 44, and a cluster gear 52 near Is provided with an output shaft rotation speed sensor 76 for detecting the rotation of the output shaft 50, that is, the output rotation speed NCO of the starting clutch 46 as the vehicle speed, and a clutch pressure sensor 78 for detecting the clutch pressure in the clutch pressure passage 68, not shown. An oil temperature sensor 80 for detecting the temperature of control oil in the oil pan is provided.

The engine 2 is provided with a throttle opening sensor 82 for detecting a throttle opening THRT of a throttle valve (not shown), a driver demand switch (DDT SW) 84 for judging start operation, and an engine 2 A water temperature sensor for detecting the temperature of the cooling water, a brake operation switch for detecting the operation state of the brake device, an idle switch for detecting that the throttle valve is at the idle opening degree, and the like. The driver demand switch 84 is for determining the presence or absence of a start operation of the vehicle, and can be replaced by an idle switch (not shown) for detecting a fully closed state of the throttle.

The solenoid valves 56 to 60 and the sensors 72 to 84 are connected to control means 8 of the clutch control device 6.

The control means 8 controls the duty of each of the solenoid valves 56 to 60 of the continuously variable transmission 4 by a duty value (0 to 100%) based on the signals input from the sensors 72 to 84, and controls the driving pulley 16 and the driven Pulley 18
Control of the release / connection by controlling the belt ratio (speed change ratio) of the belt 20 wound around the clutch 46 and adjusting the torque capacity of the clutch 46.

As described above, the engine 2 is provided with the continuously variable transmission 4 connected thereto, and the continuously variable transmission 4 is provided with the clutch 46 whose torque capacity is electronically adjusted. The clutch 46 controls the hydraulic pressure discharged from the oil pump 62 driven by the engine 2 to the line pressure solenoid valve 5.
6. The clutch pressure PCLU obtained by dividing the line pressure PLINE adjusted in Step 6 by the clutch pressure solenoid valve 58 from the line pressure PLINE as the base pressure.
The hydraulic pressure of TCH is supplied, and the torque capacity is adjusted.

The clutch pressure PCLUTCH varies within a range from a minimum atmospheric pressure (zero) to a maximum line pressure. There are four basic patterns for controlling the clutch pressure. These basic patterns are: 1) Neutral mode... When the shift position is N or P
When the clutch 46 is completely disengaged, the clutch pressure is the minimum pressure (zero) 2), the hold mode HLD is shifted to D, L, or R when the throttle is released and there is no driving intention, or the vehicle decelerates during driving. When the engine torque is desired to be turned off, the clutch pressure is at a low level at which the clutch is in contact with the clutch. 3) Start mode: When starting (normal start mode NST) or when the clutch is to be engaged again after the clutch is disconnected (Special start mode) S
In ST), the clutch pressure is set to an appropriate level according to the engine generated torque (clutch input torque) that prevents the engine from rising and allows the vehicle to operate smoothly. 4) Drive mode. When the clutches are fully engaged, there are four high levels of clutch pressure that can afford enough to withstand the engine torque.

The pattern 1) is performed by a dedicated switching valve (not shown) that is interlocked with the shift operation. Other 2),
3) and 4) are performed by controlling the duty values of the solenoid valves 56 to 60 by the control means 8.
In particular, in the state of 4), the line pressure passage 66 and the clutch pressure passage 68 are operated by the clutch pressure solenoid valve 58.
To make the maximum pressure generation state, and make the clutch pressure equal to the line pressure.

The control means 8 of the clutch control device 6 comprises:
As shown in FIG. 7, a creep pressure setting unit 86 for setting a clutch pressure target value CPSP which is a creep pressure at the time of stopping based on the engine speed NE and the throttle opening THRT, and a clutch pressure feed at the time of starting from the throttle opening THRT. A feed forward control unit 88 for setting a forward amount PCLUN, a speed loop control unit 90 for setting an engine rotation speed target value NESPC of a clutch pressure at the time of starting from the throttle opening THRT, and a clutch pressure PCLUT.
A pressure control loop section 92 for setting the clutch solenoid duty OPWCLU so that CH becomes equal to the clutch pressure target value CPSP.

The control means 8 includes a creep pressure setting section 86
In FIG. 8, the hold mode HLD and the driver demand switch 84 are switched from the engine rotational speed NE as shown in FIG.
Pressure PCC (clutch pressure target value CPSP)
- sets the clutch touch-off pressure PCE), previous value of pressure values determined from throttle opening degree THRT PCC '(pressure value PCC during ON hold mode HLD and driver demand switch 84) as shown in FIG. 9 Z ^{- The} pressure value PCC is set by adopting a small value processed by the ¹ and the increase limit value DPCC.

Further, the control means 8 obtains an estimated engine generated torque TRQE from the throttle opening THRT as shown in FIG. 10 in the feedforward control section 88, and as shown in FIG.
Pressure coefficient Kc, Kc correction coefficient Kf and throttle opening T
The feedforward amount PCLUN is obtained by changing the torque / pressure by the HRT, and the feedforward amount PCL after the filtering process is performed by filtering the filter with the filter coefficient FCF1 obtained from the throttle opening THRT as shown in FIG.
Set the LUNF.

Further, the control means 8 controls the speed loop control section 90 to control the throttle opening T as shown in FIG.
Engine speed target value NE of clutch control from HRT
SPC is obtained, and the throttle opening THR is obtained as shown in FIG.
A target value NESP of the engine speed after filtering by filtering with the filter coefficient FCS1 obtained from T
CF is obtained, and as shown in FIG. 15, the actual engine speed NE and the engine speed target value NES after the filtering process are performed.
The difference from the PCF is proportionally and integrated controlled by the throttle opening THRT to set the speed loop amount. In this proportional integral control, as shown in FIG. 16, a speed loop control gain KASC of clutch control is obtained by proportional control, an integral value Ki / complex variable S is obtained by integral control, and the speed loop control gain KASC and the integral value Ki / complex are obtained. The value obtained by adding the variable S is subjected to upper and lower limits processing to obtain the speed loop amount.

The control means 8 controls the pressure value P when the hold mode HLD set by the creep pressure setting section 86 and the driver demand switch 84 is turned off or on.
The CC and the pressure value PCC of the difference between the feedforward amount PCLUNF set by the feedforward control unit 88 and the speed loop amount set by the speed loop control unit 90 are selected according to various control modes.

That is, in the hold mode HLD (others), the pressure value PCC set in the creep pressure setting section 86 is selected. Normal start mode NST
In (or the special start mode SST), the pressure value PCC of the difference between the values obtained by the feed forward control unit 88 and the speed loop control unit 90 is selected.

The pressure value PCC selected according to the various control modes is added to the clutch touch-off pressure PCE to obtain a clutch pressure target value CPSP, which is input to the pressure loop control unit 92. The pressure loop control unit 92 calculates the difference between the clutch pressure target value CPSP and the clutch pressure PCLUTCH, performs proportional integral control, adds the neutral value NPC of the clutch solenoid duty OPWCLU, performs upper / lower limit processing, and performs the clutch solenoid duty OPWCLU. Is output to the clutch pressure solenoid valve 58 to control the clutch 46.

As described above, the clutch control device 6 controls the torque capacity of the clutch 46 by the control means 8 so as to be the target value in the various control modes.

The clutch control device 6 controls the torque capacity of the clutch 46 to a target value in the hold mode HLD during various control modes before starting the vehicle, and at least the engine speed after starting the vehicle. When the condition that the speed NE is equal to or higher than the set value is satisfied, the hold mode HLD is switched to the start mode NS.
When the vehicle enters T, the torque capacity of the clutch 46 is controlled to be the target value in the start mode NST, and the set value of the engine speed NE is controlled to be set according to the required engine load. In this embodiment, when the driver demand switch 84 is turned off before the start operation of the vehicle by the control means 8, the torque capacity of the clutch 46 is set to the target value PCC in the hold mode HLD in the various control modes from the engine speed NE. When the driver demand switch 84 is turned on after the start operation of the vehicle, the engine speed trigger NETR is set from the throttle opening THRT, and the engine speed NE is set to the engine speed trigger N.
If it is less than ETR, the torque capacity of the clutch 46 is controlled from the throttle opening THRT so that it becomes the target value PCC 'when the driver demand switch 84 is ON. If the engine speed NE is equal to or more than the engine speed trigger NETR, the hold mode is set. The user enters the start mode NST from the HLD and the clutch 46 in the start mode NST is entered.
Is controlled so as to reach the target value PCC set by the speed loop control.

Next, the operation will be described.

The control means 8 of the clutch control device 6 is shown in FIG.
As shown in (1), when the control is started (step 100),
It is determined whether the hold mode HLD flag is set (step 102).

In this determination (step 102), if the hold mode HLD flag is set, it is determined whether the driver demand switch (DDT SW) 84 is ON (step 104).

In this determination (step 104), the driver demand switch 8
4 is OFF, the pressure value PCC in the hold mode HLD is obtained from the engine rotation speed NE (step 1).
06).

The clutch pressure target value CPS is calculated by adding the clutch touch-off pressure PCE to the obtained pressure value PCC.
P (step 108), the clutch solenoid duty OPWCLU is obtained by pressure loop control (step 110), and the process is terminated (step 112) and the routine returns.

Thus, the clutch control device 6 controls the torque capacity of the clutch 46 to a target value in the hold mode HLD in various control modes before the start operation of the vehicle.

In the above judgment (step 104), the driver demand switch 84
Is ON, an engine speed trigger NETR is obtained from the throttle opening THRT (step 114).
The engine rotation speed trigger NETR, which is a set value of the engine rotation speed NE, is set according to the throttle opening THRT, which is the required engine load, as shown in FIG.

The engine speed trigger NETR, which is set based on the throttle opening THRT, is compared with the engine speed NE to determine whether the engine speed NE is less than or greater than the engine speed trigger NETR. Step 116).

In this determination (step 116), the engine speed NE is set to the engine speed trigger NETR.
If not, the pressure value PCC 'when the hold mode HLD and the driver demand switch 84 are ON is obtained from the throttle opening THRT (step 118), and the increase value DPCC is added to the pressure value PCC' and the pressure value PCC. Then, it is determined whether the pressure value PCC ′ is equal to or less than the added value (step 12).
0).

In this judgment (step 120), if the pressure value PCC 'is equal to or less than the added value, this pressure value P
CC ′ is set as the pressure value PCC (step 122), and the clutch touch-off pressure PCE is added to the pressure value PCC to set the clutch pressure target value CPSP (step 108). The clutch solenoid duty OP is controlled by the pressure loop control.
The WCLU is obtained (step 110), and the process is terminated (step 112) and the process returns.

If the pressure value PCC ′ exceeds the value obtained by the determination (step 120), the value obtained by adding the increase limit value DPCC to the pressure value PCC is used as the pressure value PC.
CC (Step 124), the clutch touch-off pressure PCE is added to this pressure value PCC to obtain a clutch pressure target value CPSP (Step 108), and a clutch solenoid duty OPWCLU is obtained by pressure loop control (Step 110). (Step 112) Return.

In the determination (step 116), the engine speed NE is set to the engine speed trigger N
If it is equal to or higher than ETR, the flag of the hold mode HLD is erased and the flag of the normal start mode NST is set (step 126), and the normal start mode NS is set.
The pressure value PCC of T is obtained (step 128), the clutch touch-off pressure PCE is added to the pressure value PCC to obtain a clutch pressure target value CPSP (step 108), and the clutch solenoid duty OPW is obtained by pressure loop control.
The CLU is obtained (step 110), the processing is terminated (step 112), and the process returns.

If the flag of the hold mode HLD is not set in the judgment (Step 102), it is judged whether or not the flag of the normal start mode NST is set (Step 130).

In this judgment (step 130), if the flag of the normal start mode NST is set, the above-mentioned step 128, steps 108 to 112 are executed, and the routine returns. If the flag of the normal start mode NST is not set in this judgment (Step 130), other clutch control is executed (Step 132), and the process is terminated (Step 112) and the routine returns.

As described above, the clutch control device 6 holds the torque capacity of the clutch 46 in the various control modes by the control means 8 based on the engine speed NE when the driver demand switch 84 is OFF before the vehicle is started. When the driver demand switch 84 is turned on after the start operation of the vehicle as shown in FIG. 2, the throttle opening degree THR is controlled.
An engine speed trigger NETR is set from T, and the engine speed NE is set to the engine speed trigger NET.
If it is less than R, the clutch 4 is applied from the throttle opening THRT.
The driver demand switch 84 turns on the torque capacity of 6.
When the engine speed NE is equal to or higher than the engine speed trigger NETR, the engine enters the start mode NST from the hold mode HLD, and the torque capacity of the clutch 46 in the start mode NST is controlled by a speed loop. Target value P set from control
By controlling to be CC, as shown in FIGS. 3 to 5, a smooth start can be realized at a low load amount and a quick start can be realized at a high load amount.
Optimal entry to the start mode NST according to the throttle opening THRT, which is the required engine load when the vehicle starts, can be realized.

That is, at a low throttle opening THRT as shown by a point c in FIG. 3, when the vehicle enters the normal start mode NST as shown in FIG. 4, the engine speed NE and the clutch control engine in the speed loop control are set. Since the difference from the rotation speed target value NESPC is large, the effect of the speed loop control is exhibited before the engine 2 blows up, and the blow-up phenomenon can be prevented. In addition, at the high throttle opening THRT as shown by the point d in FIG. 3, as shown in FIG. 5, the time of entry from the hold mode HLD to the normal start mode NST becomes longer, and it is possible to prevent the occurrence of a shock. it can.

For this reason, the clutch control device 6 can secure the power performance and drivability at the time of starting with respect to any required engine load, and improve the robustness (robustness: ROBUST) of the start mode control. Can be. The clutch control device 6 can respond to small changes in the program and can be employed in various types of clutches 46 that can electronically adjust the torque capacity, and can electronically adjust the torque capacity. Clutch 46
The present invention can be applied to all types of transmissions provided with.

[0066]

As described above, according to the present invention, the clutch control device can realize the optimum entry to the start mode according to the required engine load at the time of starting the vehicle, and can smoothly operate at the low load. As a result, a quick start can be realized at a high load. For this reason,
This clutch control device can ensure the power performance and drivability at the time of starting for any required engine load, and can enhance the robustness (robustness) of the start mode control. Also, this clutch control device can respond to small changes in the program, can be adopted for various types of electronically adjustable torque capacity clutch, and has an electronically adjustable torque capacity clutch. It can be used in transmissions.

[Brief description of the drawings]

FIG. 1 is a control flowchart showing an embodiment of a clutch control device of the present invention.

FIG. 2 is an explanatory diagram of an engine rotation speed trigger.

FIG. 3 is a diagram illustrating an influence of a target value of speed loop control.

FIG. 4 is a timing chart of clutch control at a point c in FIG. 3;

FIG. 5 is a timing chart of clutch control at a point d in FIG. 3;

FIG. 6 is a system configuration diagram of a clutch control device.

FIG. 7 is a block diagram of clutch control.

FIG. 8 is a diagram showing a creep pressure setting method before a start operation.

FIG. 9 is a diagram showing a creep pressure setting method after a start operation.

FIG. 10 is a diagram illustrating a method of setting a feedforward amount.

FIG. 11 is a diagram illustrating a method of setting a feedforward amount filter coefficient.

FIG. 12 is a diagram illustrating a method of setting a target value for speed loop control.

FIG. 13 is a diagram illustrating a method of setting a filter coefficient for an engine rotation speed target value.

FIG. 14 is a diagram showing a change in torque / pressure in feedforward control.

FIG. 15 is a diagram showing proportional integral control in speed loop control.

FIG. 16 is a diagram showing a proportional gain setting method for speed loop control.

FIG. 17 is a diagram showing the influence of a target value of conventional speed loop control.

FIG. 18 is a timing chart of clutch control at a point a in FIG. 17;

FIG. 19 is a timing chart of clutch control at a point b in FIG. 17;

[Explanation of symbols]

 2 Engine 4 Continuously variable transmission 6 Clutch control device 8 Control means 16 Drive pulley 18 Driven pulley 20 Belt 46 Clutch 54 Hydraulic control mechanism 56 Line pressure solenoid valve 58 Clutch pressure solenoid valve 60 Ratio pressure solenoid valve 72 Drive shaft speed sensor 74 Driven shaft speed sensor 76 Output shaft speed sensor 78 Clutch pressure sensor 80 Oil temperature sensor 82 Throttle opening sensor 84 Driver demand switch

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-6-117454 (JP, A) JP-A-5-202953 (JP, A) JP-A-6-94049 (JP, A) 96436 (JP, U) (58) Field surveyed (Int. Cl. ⁷ , DB name) F16D 48/00-48/12

Claims (1)

(57) [Claims] An engine mounted on a vehicle is connected to a transmission having a clutch capable of electronically adjusting a torque capacity. The transmission is provided with a driver demand switch before starting operation of the vehicle.
When the switch is OFF, the torque capacity of the clutch is controlled to the target value PCC in the hold mode in the various control modes from the engine speed NE, and when the driver demand switch is ON after the start operation of the vehicle.
If the engine speed is higher than the throttle opening THRT
Set the gas NetR and set the engine speed NE
When the rotation speed trigger is less than NETR, the throttle opening T
From the HRT, the torque capacity of the clutch is
Control so that the command switch is set to the target value PCC 'when it is ON.
The engine speed NE is the engine speed trigger
If NETR or more, start from the hold mode
Mode and enter the crash mode in the start mode.
To set the torque capacity of the switch from speed loop control.
A clutch control device for a vehicle, further comprising control means for controlling the vehicle to a standard value PCC .