JP4052694B2 - Vehicle clutch control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
In the present invention, a fluid coupling provided between the engine and the transmission is provided with a clutch that connects the input side and the output side thereof, and the fastening force of the clutch is controlled based on the vehicle speed and the throttle opening of the vehicle. The present invention relates to a vehicle clutch control device that changes a driving force transmitted from an engine to a transmission via a fluid coupling.
[0002]
[Prior art]
The torque converter disposed between the vehicle engine and the automatic transmission has a lock-up clutch. When the high-speed gear stage is established in the automatic transmission, the lock-up clutch is engaged. By bringing the engine and the transmission into a direct connection state, slipping of the torque converter is prevented and fuel consumption is reduced.
[0003]
Japanese Patent Laid-Open No. 4-25869 discloses a lockup clutch control device that reduces the engagement force of the lockup clutch while the vehicle is turning more than the engagement force when the vehicle is not turning. When the driver depresses the accelerator pedal before the exit of the curve, the torque converter's torque amplification action eliminates the lack of acceleration and suppresses excessive depression of the accelerator pedal by the driver, thereby unnecessary shift down Is supposed to avoid running.
[0004]
[Problems to be solved by the invention]
However, if the locking force of the lock-up clutch is reduced while the vehicle is turning, when the accelerator pedal is depressed, the response of the driving force change of the driving wheel to the output change of the engine is reduced by the slip of the torque converter, and the driver There is a problem that drivability deteriorates due to the lack of direct feeling in the driving sensation.
[0005]
The present invention has been made in view of the above-described circumstances, and an object thereof is to enable an accurate turn so that a direct acceleration / deceleration sensation can be obtained while the vehicle is turning.
[0006]
[Means for Solving the Problems]
In order to achieve the above object, according to the first aspect of the present invention, a fluid coupling provided between the engine and the transmission is provided with a clutch that connects the input side and the output side, and the fastening force of the clutch is increased. A turning state detecting means for detecting a turning state of a vehicle in a clutch control device for a vehicle that changes a driving force transmitted from an engine to a transmission through a fluid joint by controlling based on the vehicle speed and throttle opening of the vehicle. When the vehicle is in the driving state below the predetermined vehicle speed and in the turning state, the lockup clutch engagement region is on the side where the throttle opening is increased compared to the case where the vehicle is in the driving state but not in the turning state. And a fastening force control means for controlling the fastening force of the clutch so as to be enlarged at the same time.
[0007]
According to the above configuration, in the non-turning of the vehicle, while increasing the comfort of the occurrence of the longitudinal acceleration of the vehicle due to the change of the engine output is suppressed by the slip of the fluid coupling, the lock-up clutch engagement during swivel of the vehicle the Rukoto to expand an area, to suppress the slip of the fluid coupling to improve the acceleration response at the time of increasing the engine output, it is possible to perform accurate turning to give a direct drive feeling.
[0008]
According to a second aspect of the present invention, in addition to the configuration of the first aspect, a shift prohibiting unit that prohibits a shift of the transmission when the turning state detecting unit detects that the vehicle is in a turning state. It is provided with.
[0009]
According to the above configuration, by prohibiting gear shifting during the turning of the vehicle, it is possible to avoid the influence on the vehicle behavior due to the sudden change of the driving force.
[0010]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below based on the embodiments of the present invention shown in the accompanying drawings.
[0011]
1 to 5 show an embodiment of the present invention, FIG. 1 is a skeleton diagram of a power transmission device for a vehicle, FIG. 2 is an explanatory diagram of a lock-up clutch, and FIG. 3 is an illustration of an automatic transmission and a lock-up clutch. 4 is a block diagram of a control system, FIG. 4 is an explanatory diagram of a method for determining a turning state, and FIG. 5 is a map for shift control of an automatic transmission and lockup clutch engagement control.
[0012]
FIG. 1 shows a vehicle automatic transmission T having four forward speeds and one reverse speed, a main shaft MS connected to a crankshaft 1 of an engine E via a torque converter 2 having a lockup clutch L, and And a countershaft CS arranged in parallel with the main shaft MS. The torque converter 2 constitutes the fluid coupling of the present invention.
[0013]
A main first speed gear 3, a main second speed gear 4, and a main fourth speed gear 6 are supported on the main shaft MS so as to be relatively rotatable, and a main third speed gear 5 is fixed. A counter first speed gear 7 meshed with the main first speed gear 3 is supported on the counter shaft CS via a one-way clutch _COW, and a counter second speed gear 8 meshed with the main second speed gear 4 is fixed to the counter shaft CS. A counter third-speed gear 9 that meshes with the third-speed gear 5 and a counter fourth-speed gear 10 that meshes with the main fourth-speed gear 6 are supported in a relatively rotatable manner. A main reverse gear 11 integrated with the main fourth speed gear 6 meshes with a reverse idle gear 13 supported on a reverse idle shaft 12, and this reverse idle gear 13 meshes with a counter idle gear 14 supported on a counter shaft CS so as to be relatively rotatable. Yes.
[0014]
Accordingly, when the first speed clutch C ₁ is engaged and the main first speed gear 3 is coupled to the main shaft MS, the first speed shift stage is established, and the second speed clutch C ₂ is engaged and the main second speed gear 4 is connected to the main shaft MS. When coupled, the second gear is established, and when the third clutch C ₃ is engaged and the counter third gear 9 is coupled to the counter shaft CS, the third gear is established. Further, with the counter fourth speed gear 10 supported on the counter shaft CS so as to be relatively rotatable, coupled to the counter shaft CS by the selector gear SG, the fourth speed-reverse clutch C _4R is engaged and the main fourth speed gear 6 is connected to the main shaft MS. When combined, the fourth speed is established. In the state where the counter reverse gear 14 is coupled to the counter shaft CS with the selector gear SG, the reverse gear is established when the 4-speed-reverse clutch C _4R is engaged and the main reverse gear 11 is coupled to the main shaft MS.
[0015]
When the 1st to 4th gears or the reverse gears are established in this way, the rotation of the counter shaft CS is transmitted to the differential D through the final drive gear 15 and the final driven gear 16, from which the left and right axles 17, 17 are transmitted. Is transmitted to the wheels W through W.
[0016]
The electronic control unit U that controls the automatic transmission T includes a CPU 18, a ROM 19, a RAM 20, an input circuit 21, and an output circuit 22.
[0017]
The throttle opening TH detected by the throttle opening sensor S ₁ provided on the engine E, the wheel speeds V _L and V _R detected by the wheel speed sensors S ₂ and S ₂ provided on the left and right wheels W and W, and the handle The steering angle δ detected by the steering angle sensor S ₃ , the lateral acceleration Yg detected by the lateral acceleration sensor S ₄ , and the yaw rate YR detected by the yaw rate sensor S ₅ are input to the input circuit 21 of the electronic control unit U. The
[0018]
The output circuit 22 of the electronic control unit U operates the first speed clutch C ₁ , the second speed clutch C ₂ , the third speed clutch C ₃ , the fourth speed-reverse clutch C _4R , the selector gear SG and the lockup clutch L of the automatic transmission T. Are connected to _six solenoid valves SL _{1 to} SL 6 provided in the hydraulic control circuit O. Solenoid valve SL ₁ governs the engagement of the lock-up clutch L, the solenoid valve SL ₂ governs the control of the driving force transmission capacity of the lock-up clutch L, the solenoid valve SL _3, SL ₄ is the first speed clutch C _1, 2-speed clutch C ₂ , 3rd speed clutch C ₃ and 4th speed-reverse clutch C _4R are engaged, and selector gear SG is operated. Solenoid valves SL ₅ and SL ₆ are used to control clutch hydraulic pressure.
[0019]
As shown in FIG. 2, the torque converter 2 includes a pump 21 connected to the crankshaft 1, a turbine 22 connected to the main shaft MS, and a stator 24 supported by a fixed portion via a one-way clutch 23. And the lockup clutch L that can couple the pump 21 and the turbine 22.
[0020]
The lockup clutch L includes a clutch piston 26 that can contact the inner surface of the torque converter cover 25, and a first oil chamber 27 and a second oil chamber 28 are formed on both sides of the clutch piston 26. When hydraulic pressure is supplied to the first oil chamber 27 and the clutch piston 26 contacts the torque converter cover 25, the lockup clutch L is engaged, and the torque of the crankshaft 1 is directly transmitted to the main shaft MS and also to the second oil chamber 28. When the hydraulic pressure is supplied and the clutch piston 26 is separated from the torque converter cover 25, the lockup clutch L is disengaged and the mechanical connection between the crankshaft 1 and the main shaft MS is cut off.
[0021]
When the lockup clutch L is in the engaged state, the hydraulic pressure from the hydraulic pump 29 is provided in the first oil chamber 27 with the solenoid valve SL ₁ (ON / OFF solenoid valve) that controls the engagement of the regulator valve 30 and the lockup clutch L. The second oil chamber 28 communicates with the tank 31 via a solenoid valve SL ₂ (linear solenoid valve or duty solenoid valve) that controls the capacity of the lockup clutch L. When the current value supplied to the solenoid valve SL ₂ is controlled, the relationship between the oil pressure in the first oil chamber 27 and the oil pressure in the second oil chamber 28 (ie, the back pressure of the clutch piston 26) changes, and the lockup clutch 2 is engaged. The force is controlled steplessly.
[0022]
Next, the operation of the embodiment of the present invention having the above-described configuration will be described.
[0023]
The control of the shift stage of the automatic transmission T and the control of the lock-up clutch L of the torque converter 2 are changed by determining whether or not the vehicle is in a turning state, and the determination is performed as follows. .
[0024]
First, in order to make the above determination, the steering angle δ detected by the steering angle sensor S ₃ , the lateral acceleration Yg detected by the lateral acceleration sensor S ₄ , the yaw rate YR detected by the yaw rate sensor S ₆ , and the wheel speed sensor. The wheel speeds V _L and V _R detected at S ₂ and S ₂ are read. Then, when at least one of the following conditions (1) to (4) is satisfied, it is determined that the turning condition is “1” (established).
(1) Steering wheel absolute angle | δ |> 90deg
(2) Absolute value of lateral acceleration | Yg |> 0.3G
(3) Absolute value of yaw rate | YR |> 20deg / sec
(4) Absolute value of wheel speed difference between turning inner and outer wheels | V _L −V _R |> 2.0 km / h
Further, when all of the following conditions (4) to (8) are satisfied, it is determined that the straight traveling condition is “1” (satisfied).
(4) Steering wheel absolute angle | δ | <10deg
(5) Absolute value of lateral acceleration | Yg | <0.1G
(6) Absolute value of yaw rate | YR | <4 deg / sec
(7) Absolute value of wheel speed difference between turning inner and outer wheels | V _L −V _R | <0.4 km / h
Thus, as shown in FIG. 4, when the turning condition is “1” (established) for more than 100 ms, it is determined that the turning state is ON (turning). Even if it becomes “0” (not established), it is held as it is. Then, when the state where the straight traveling condition is “1” (established) has elapsed for 10 seconds or longer, it is determined that the turning state is OFF (not turning).
[0025]
When it is determined that the vehicle is in a non-turning state as described above, for example, the vehicle speed V calculated as an average value of the left and right wheel speeds V _L and V _R , and the throttle detected by the throttle opening sensor S ₁ Shifting of the automatic transmission T is controlled based on the map of FIG. 5 using the opening TH as a parameter. That is, when the driving state determined by the vehicle speed V and the throttle opening TH crosses the shift up line indicated by the solid line from the left to the right, the shift up is executed and the shift down line indicated by the broken line crosses from the right to the left. And downshift is executed. The automatic transmission T is shifted by controlling the solenoid valves SL ₃ , SL ₄ , SL ₅ , SL ₆ based on a command from the electronic control unit U.
[0026]
In parallel with this, the lockup clutch engagement region A is set in a region substantially overlapping with the fourth speed region, and the operation state determined by the vehicle speed V and the throttle opening TH is in the lockup clutch engagement region A. In order to reduce the fuel consumption, the lockup clutch L is engaged and the crankshaft 1 and the main shaft MS are directly connected. At this time, it opens the solenoid valve SL ₁ consisting ON / OFF solenoid valve, and by increasing the output pressure of the solenoid valve SL _2, can be fastened to the lock-up clutch L slippage incapable.
[0027]
Further, when the vehicle is in a non-turning state, a region B indicated by hatching in FIG. 5 is included in a lock-up clutch non-engagement region C indicated by white lines, and the lock-up clutch L is disengaged in this region B + C. Then, power transmission via the torque converter 2 is performed. Unfastening of the lock-up clutch L is performed by closing the solenoid valve SL ₁ consisting ON / OFF solenoid valve based on a command of the electronic control unit U.
[0028]
On the other hand, when it is determined that the vehicle is in a turning state, the area B indicated by hatching in FIG. 5 is included in the lockup clutch engagement area A indicated by dots, and the lockup clutch is indicated by these areas A and B. L is fastened. Further, in the region B indicated by hatching, the lockup clutch L is not completely engaged according to the driving condition, and the output hydraulic pressure of the solenoid valve SL ₂ composed of a linear solenoid valve or a duty solenoid valve is set based on a command from the electronic control unit U. By changing it, a desired fastening force is generated in the lock-up clutch L, and a slip fastening state is obtained.
[0029]
As described above, the lockup clutch non-engagement region C is expanded to B + C when the vehicle is operating at a speed equal to or lower than the predetermined vehicle speed and the vehicle is not turning, thereby causing the torque converter 2 to slip and generating longitudinal acceleration due to rough accelerator operation. Can be suppressed and ride comfort can be enhanced. Further, by expanding the lock-up clutch engagement region A to A + B (that is, increasing on the increase side of the throttle opening) while the vehicle is operating at a speed lower than the predetermined vehicle speed and turning, the accelerator pedal is suppressed. The acceleration response when the vehicle is depressed and the deceleration response when the engine brake is operated can be improved, and a direct driving feeling can be obtained.
[0030]
When it is determined that the vehicle is turning, the automatic transmission T is prohibited from shifting. Normally, when the vehicle passes the first half of the curve, the accelerator pedal is returned to decelerate in advance, and when the vehicle passes the second half of the curve, the accelerator pedal is depressed to accelerate. At this time, if a shift-up or shift-down shift is executed in accordance with the accelerator pedal returning operation or stepping-on operation, there is a problem that the driving force of the wheels changes suddenly and the vehicle behavior is affected. The above problem can be avoided by prohibiting gear shifting.
[0031]
In the above embodiment, a stepped four-speed automatic transmission has been described as an example. However, the present invention is also applied to a vehicle in which a belt type continuously variable transmission or a manual transmission is mounted on the rear stage of a torque converter with a lockup clutch. It is possible to apply.
[0032]
As mentioned above, although the Example of this invention was explained in full detail, this invention can perform a various design change in the range which does not deviate from the summary.
[0033]
【The invention's effect】
As described above, according to the present invention, when the vehicle is in a driving state at a predetermined vehicle speed or less and in a turning state, the lockup clutch engagement region is larger than that in the turning state even when the vehicle is in the driving state. Since it is provided with an engagement force control means for controlling the engagement force of the clutch so as to increase on the increase side of the throttle opening, the occurrence of longitudinal acceleration of the vehicle due to the change in the engine output during the non-turning of the vehicle will slip while improving ride comfort by suppressing the by Rukoto to expand the lock-up clutch engagement region during swivel of the vehicle, by suppressing slippage of fluid coupling to improve the acceleration response at the time of increasing the engine output, direct Get a sense of driving and make an accurate turn.
[0034]
Further, according to the invention described in claim 2, by prohibiting the shift during the turning of the vehicle, it is possible to avoid the influence on the vehicle behavior due to the sudden change of the driving force.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram of a vehicle power transmission device. FIG. 2 is an explanatory diagram of a lockup clutch. FIG. 3 is a block diagram of a control system for an automatic transmission and a lockup clutch. [Fig. 5] Map for automatic transmission shift control and lock-up clutch engagement control [Explanation of symbols]
2 Torque converter (fluid joint)
E Engine L Lock-up clutch (clutch)
T automatic transmission M1 turning state detecting means M2 fastening force control means M3 shift prohibiting means

Claims (2)

The fluid coupling (2) provided between the engine (E) and the transmission (T) is provided with a clutch (L) for connecting the input side and the output side thereof, and the fastening force of the clutch (L) is used as the vehicle speed of the vehicle. And a clutch control device for a vehicle that changes the driving force transmitted from the engine (E) to the transmission (T) through the fluid coupling (2) by controlling based on the throttle opening .
A turning state detecting means (M1) for detecting a turning state of the vehicle;
When the vehicle is in a driving state below a predetermined vehicle speed and in a turning state, the lockup clutch engagement region (A) increases the throttle opening compared to when the vehicle is in the driving state but not in the turning state. A clutch control device for a vehicle, comprising: a fastening force control means (M2) for controlling a fastening force of the clutch (L) so as to expand (A + B) on the side .   A shift prohibiting means (M3) for prohibiting a shift of the transmission (T) when the turning state detecting means (M1) detects that the vehicle is in a turning state. The vehicle clutch control device according to claim 1.

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