JP4310888B2 - Vehicle clutch control device - Google Patents

Vehicle clutch control device Download PDF

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Publication number
JP4310888B2
JP4310888B2 JP2000150839A JP2000150839A JP4310888B2 JP 4310888 B2 JP4310888 B2 JP 4310888B2 JP 2000150839 A JP2000150839 A JP 2000150839A JP 2000150839 A JP2000150839 A JP 2000150839A JP 4310888 B2 JP4310888 B2 JP 4310888B2
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Japan
Prior art keywords
release
clutch
speed
state
vehicle
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Expired - Fee Related
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JP2000150839A
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JP2001330138A (en
Inventor
大輔 井上
秀樹 安江
良明 山本
賢治 松尾
克己 河野
忠司 田村
浩司 谷口
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トヨタ自動車株式会社
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Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicular clutch control device that can control a releasing speed of a clutch provided in a vehicle.
[0002]
[Prior art]
The vehicle clutch is usually disposed in a power transmission path between the prime mover and the drive wheel, and is used to transmit the power. Examples of such vehicle clutches include a clutch that directly connects an input shaft and an output shaft of a torque converter or fluid coupling, and a forward clutch of a forward / reverse switching device provided on the input side or output side of a continuously variable transmission. is there.
[0003]
According to the lockup clutch control device described in Japanese Patent Laid-Open No. 8-285074, engagement and release of the lockup clutch are controlled based on the vehicle speed and the throttle opening. For example, when coasting, the lockup clutch is controlled to have a necessary and sufficient engagement capacity that does not slip, and when a sudden deceleration is detected thereafter, the lockup clutch is released, and immediately after the release, the sudden deceleration If no is detected, the lock-up clutch release control is stopped and re-engaged.
[0004]
[Problems to be solved by the invention]
By the way, the above publication does not disclose any technology for changing the release speed of the lockup clutch in accordance with the driving state of the vehicle. In the conventional vehicle clutch control device, the lockup clutch release is not disclosed. Since the speed is uniform, there is an inconvenience that an appropriate release speed is not obtained depending on the driving situation.
[0005]
The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a vehicle clutch control device capable of obtaining an appropriate clutch release speed in accordance with a driving situation.
[0006]
[To solve the problemmeans]
  The gist of the present invention for achieving the above object is a vehicle clutch control device of a type including clutch release control means for controlling release from a clutch engagement state to a release state at a predetermined release speed. (A) driving state detecting means for detecting the driving state of the vehicle; and (b) release speed determination for determining the releasing speed of the clutch release control means based on the driving state of the vehicle detected by the driving state detecting means. Means(C) The driving state detecting means is connected to the clutch and detects a fuel supply cutoff state for an internal combustion engine that generates power by burning fuel as the driving state of the vehicle..
[0007]
[inventionEffect]
  According to this configuration, the release speed is determined by the release speed determining means based on the driving state of the vehicle detected by the driving state detecting means, so that the clutch release control means is determined by the release speed determining means. Since the vehicle clutch is released at the released speed, an appropriate release speed corresponding to the driving situation can be obtained when releasing the vehicle clutch.Further, the operating state detection means detects a fuel supply cut-off (fuel cut) state with respect to the internal combustion engine, which is connected to the clutch and generates power by combustion of fuel, as the operating state of the vehicle. Since the release speed is determined based on the fuel supply cutoff state for the internal combustion engine, an appropriate release speed corresponding to the fuel supply cutoff state for the internal combustion engine can be obtained when the vehicle clutch is released.
[0010]
Other aspects of the invention
  here,Preferably, the operating state detecting means detects whether the throttle valve is in an idle switch-on state in which the throttle valve is fully closed or in an idle switch-off state in which the throttle valve is in an open state. When the operating state detecting means detects that the idle switch is off, the determining means determines the release speed higher than that when the operating state detecting means is not detected. In this way, a shock caused by sudden engagement during the clutch release period is suitably prevented by torque loss generated by opening the throttle valve during deceleration traveling. Preferably, the driving state detecting means detects whether or not the accelerator stepping speed is greater than a predetermined value, and the release speed determining means is configured such that the accelerator stepping speed is higher than a predetermined value by the driving state detecting means. Is detected, the release speed is determined to be higher than that in the case where it is not detected. In this way, when the accelerator depression speed is slower than the predetermined value, the speed of increase of the output state (output torque) of the prime mover (engine) due to the accelerator depression is higher than when the accelerator depression speed is faster than the predetermined value. Since it is slow, the release shock is mitigated by releasing the clutch at a relatively slow speed (lockup) compared to the fast case. Preferably, the operating state detecting means detects whether or not the throttle valve is within a predetermined time after the throttle valve changes from a fully closed state (idle switch on) to an open state (idle switch off). When it is detected by the operating state detection means that the idle switch is switched from on to off within a predetermined time, the release speed determining means determines the release speed as compared with the case where the predetermined time has elapsed. It is decided to raise it. In this way, in a situation where the transmission torque of the clutch is expected to be close to zero, such as within a predetermined time after the throttle valve changes from its fully closed state to its released state (lockup), The shock due to the sudden engagement due to the torque loss is reduced.
[0011]
  Also,Preferably, the release speed determining means determines the release speed higher when a fuel cut state is detected by the operating state detecting means during a clutch release period than when it is not detected. . If it does in this way, the slip of a clutch will decrease by the engine output raise by the fuel cut return during the releasing period of a clutch, and it will prevent sudden engagement, and the shock resulting from the sudden engagement will be eliminated.
[0012]
Preferably, the driving state detecting means detects a deceleration state of the vehicle. In this way, since the release speed is determined based on the deceleration state of the vehicle, an appropriate release speed corresponding to the deceleration state of the vehicle can be obtained when the vehicle clutch is released. More preferably, the operating state detecting means detects the vehicle decelerating, that is, an idle switch-on state in which the throttle valve is fully closed, and the release speed determining means is the vehicle operating speed detecting means. When traveling is detected, the release speed is determined to be lower than when it is not detected, that is, compared with the acceleration operation state. In this way, during deceleration traveling in which the throttle valve is in the fully closed state, the vehicle acceleration is relatively slow compared to during traveling in the acceleration operation state in which the throttle valve is relatively open. The release shock of the clutch is relieved by releasing the clutch. Further, the driving state detecting means detects sudden deceleration traveling such as sudden braking of the vehicle, and the release speed determining means is used when the driving state detecting means detects the sudden deceleration traveling of the vehicle. The release speed is determined to be higher than that in the case where it is not detected. In this way, in the case of rapid deceleration traveling with sudden braking, the clutch is released relatively quickly, so that engine stall during sudden braking is preferably eliminated.
[0013]
Preferably, the driving state detecting means detects a vibration generation state of the vehicle. In this way, since the release speed is determined based on the vibration generation state of the vehicle, an appropriate release speed corresponding to the vibration generation state of the vehicle can be obtained when the vehicle clutch is released. More preferably, the operating state detecting means detects the occurrence of judder vibration of the lockup clutch of the vehicle, and the release speed determining means detects the judder vibration of the lockup clutch of the vehicle by the operating state detecting means. When it is detected, the release speed is determined to be higher than when it is not detected. In this way, judder vibration is quickly eliminated.
[0014]
Preferably, the operating state detecting means detects a state where the transmission torque of the clutch is near zero, that is, a state where the driving force of the vehicle is near zero. In this way, since the release speed is determined based on the fact that the transmission torque of the vehicle clutch is near zero, an appropriate release speed corresponding to the state of the transmission torque of the vehicle clutch near zero is obtained. It is done. More preferably, the release speed determining means increases the release speed when the driving state detecting means detects a state near zero of the transmission torque of the lockup clutch of the vehicle as compared with the case where it is not detected. To decide. In this way, the engagement shock generated by the sudden engagement of the lockup clutch due to a sudden drop in the transmission torque during the release period of the lockup clutch is preferably eliminated.
[0015]
Preferably, the disengagement speed changing means changes the disengagement speed of the clutch disengagement control means based on a change in the driving state of the vehicle. In this way, the release speed of the clutch release control means is changed based on the change in the driving state of the vehicle, so that when the vehicle clutch is released, the release speed is set to an appropriate release speed according to the change in the driving state during the release. Be changed.
[0016]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[0017]
FIG. 1 is a skeleton diagram of a power transmission device 10 including a vehicle belt type continuously variable transmission 18 to which a control device according to an embodiment of the present invention is applied. This power transmission device 10 is suitably employed in, for example, a horizontal FF (front engine / front drive) drive vehicle, and includes an engine 12 that is an internal combustion engine used as a driving power source (prime mover). Yes. The output of the engine 12 is transmitted from the torque converter 14 to the differential gear device 22 via the forward / reverse switching device 16, the belt-type continuously variable transmission (CVT) 18, and the reduction gear 20 to the left and right drive wheels 24L and 24R. It is to be distributed. The belt type continuously variable transmission 18 is provided in series with a lockup clutch (direct coupling clutch) 26 in a power transmission path from the engine 12 to left and right drive wheels (for example, front wheels) 24L and 24R.
[0018]
The torque converter 14 is non-rotating via a one-way clutch with a pump impeller 14p connected to the crankshaft of the engine 12 and a turbine impeller 14t connected to the forward / reverse switching device 16 via a turbine shaft 34. A fixed impeller 14s rotatably supported by the member is provided to transmit power via a fluid. Further, between the pump impeller 14p (input rotating member) and the turbine impeller 14t (output rotating member), they are integrally connected so that they can be integrally rotated with each other. A lock-up clutch (direct coupling clutch) 26 is provided.
[0019]
The forward / reverse switching device 16 is constituted by a double pinion type planetary gear device, the turbine shaft 34 of the torque converter 14 is connected to the sun gear 16s, and the input shaft 36 of the belt type continuously variable transmission 18 is a carrier 16c. It is connected to. When the shift lever 67 is operated to the forward travel range such as the D, 2, L range, etc., the hydraulic forward clutch 38 disposed between the carrier 16c and the sun gear 16s is engaged. The forward / reverse switching device 16 is rotated integrally, the turbine shaft 34 is directly connected to the input shaft 36, and the driving force in the forward direction is transmitted to the drive wheels 24R and 24L. Further, as the shift lever 67 is operated to the reverse travel range which is the R range, the hydraulic reverse brake 40 disposed between the ring gear 16r and the housing is engaged and the forward clutch 38 is released. Then, the input shaft 36 is rotated in the reverse direction with respect to the turbine shaft 34, and the driving force in the reverse direction is transmitted to the drive wheels 24R and 24L.
[0020]
The belt type continuously variable transmission 18 includes an input side variable pulley 42 having a variable effective diameter provided on the input shaft 36, an output side variable pulley 46 having a variable effective diameter provided on the output shaft 44, and And a transmission belt 48 wound around the V groove of the variable pulleys 42 and 46, and the friction between the transmission belt 48 functioning as a power transmission member and the inner wall surface of the V groove of the variable pulleys 42 and 46. Power is transmitted through force. The variable pulleys 42 and 46 include an input-side hydraulic cylinder 42c and an output-side hydraulic cylinder 46c for changing the width of each V-groove, that is, the engagement diameter of the transmission belt 48, and the hydraulic cylinders of the input-side variable pulley 42 are provided. The flow rate of hydraulic oil supplied to or discharged from 42c is controlled by the shift control valve device 50 (see FIG. 3) in the hydraulic control circuit 52, so that the V groove widths of both variable pulleys 42 and 46 change. The engagement diameter (effective diameter) of the transmission belt 48 is changed, and the gear ratio γ (= input side rotational speed N)IN/ Output side rotational speed NOUT) Can be changed continuously.
[0021]
The hydraulic pressure P in the hydraulic cylinder 46c of the output side variable pulley 46 is also shown.BCorresponds to the clamping pressure of the variable pulley 46 against the transmission belt 48 and the tension of the transmission belt 48, respectively. The tension of the transmission belt 48, that is, the pressing of the variable pulleys 42 and 46 of the transmission belt 48 against the inner wall surface of the V groove. Since it is closely related to the pressure, it can also be referred to as a belt tension control pressure, a belt clamping pressure control pressure, or a belt pressing force control pressure, and in the hydraulic control circuit 52 so that the transmission belt 48 does not slip. The clamping pressure control valve 56 (see FIG. 3) adjusts the pressure.
[0022]
FIG. 2 shows an example of a main part of the hydraulic control circuit 52, that is, a part for controlling the lockup clutch 26. In FIG. 2, the clutch original pressure P that is pressure-fed by a pressure regulating valve (not shown) that is pressure-fed from the hydraulic pump 54 and has a magnitude corresponding to the output torque of the engine 12.CLAnd a solenoid valve base pressure P adjusted to a constant value by another pressure regulating valve (not shown).MVAnd the clutch base pressure PCLTo the lock-up switching valve 58, the solenoid valve base pressure PMVIs a pair of lockup switching solenoid valve MVSWAnd lockup adjustment solenoid valve MVCONTTo be supplied. Lock-up switching solenoid valve MVSWAnd lockup control solenoid valve MVCONTIs a three-way valve that is driven on and off, and includes a lockup switching valve 58 for switching the engagement state of the lockup clutch 26 to either the released state or the engagement state, and the engagement force of the lockup clutch 26, that is, the engagement force. A control pressure for controlling the lockup control valve 60 for continuously controlling the resultant force (torque) is output. These lock-up switching valve 58, lock-up control valve 60, lock-up switching solenoid valve MVSW, Lockup adjustment solenoid valve MVCONTFunctions as a lock-up control valve device for controlling the engagement state of the lock-up clutch 26.
[0023]
The torque converter 14 is provided with a pair of engagement-side oil chambers 62 and a release-side oil chamber 64 on both sides of the lock-up clutch 26, and the hydraulic pressure in the engagement-side oil chamber 62 is increased in the release-side oil chamber 64. When the hydraulic pressure is higher than the hydraulic pressure, the lockup clutch 26 is engaged (fastened). Conversely, when the hydraulic pressure in the release side oil chamber 64 is higher than the hydraulic pressure in the engagement side oil chamber 62, the lockup clutch 26 is released. In addition, the engagement torque (fastening torque) of the lockup clutch 26 is changed according to the pressure difference between the pressure in the engagement side oil chamber 62 and the pressure in the release side oil chamber 64. Yes.
[0024]
The lock-up switching valve 58 is provided with the clutch original pressure PCLSpool valve element 58 that is moved between the engagement side position and the release side to selectively supply the oil to one of the engagement side oil chamber 62 and the release side oil chamber 64.VAnd its spool valve 58VSpring 58 that biases the valve toward the release positionSAnd its spool valve 58VLock-up switching solenoid valve MV for energizing the valve toward the engagement side positionSWOil chamber 58 for receiving control pressure fromRThe hydraulic oil in the engagement side oil chamber 62 is returned to an oil tank (not shown) through the oil cooler 65. Further, the lockup control valve 60 controls the release side oil chamber 64 to drain or clutch original pressure P in order to regulate the pressure in the release side oil chamber 64 when the lockup clutch 26 is engaged.CLSpool valve element 60 to be communicated alternatively toVAnd its spool valve element 60VOil chambers 60 for guiding the hydraulic pressures in the engagement side oil chamber 62 and the release side oil chamber 64 to generate thrust corresponding to the differential pressure between the engagement side oil chamber 62 and the release side oil chamber 64 at both ends, respectively.RENAnd 60ROPAnd spool valve disc 60VSolenoid valve MV for lock-up control to urge the valve toward the pressure increase sideCONTOil chamber 60 for receiving control pressure fromRCONTAnd a lockup clutch control pressure P for increasing or decreasing the engagement torque (fastening torque) of the lockup clutch 26 according to the control pressure.luIs output. This lockup clutch control pressure PluIs, for example, a differential pressure between the engagement side oil chamber 62 and the release side oil chamber 64 (hydraulic pressure in the engagement side oil chamber 62 -hydraulic pressure in the release side oil chamber 64).
[0025]
3 includes an operation position P from an operation position detection sensor 68 that detects the operation position of the shift lever 67.SH, A signal indicating that the ignition switch is turned on from the ignition switch 69, and an opening degree θ of the accelerator pedal 71 that changes the opening degree of the throttle valve 70ACCThe accelerator opening θ from the accelerator operation amount sensor 72 for detectingACC, A rotational speed N of the engine 12ESpeed N from the engine speed sensor 73 for detectingE, A vehicle speed V (specifically, the rotational speed N of the output shaft 44)OUT) For detecting the vehicle speed V from the vehicle speed sensor (output-side rotational speed sensor) 74, the input shaft rotational speed N of the input shaft 36.INThe input shaft rotational speed N from the input side rotational speed sensor 76 for detectingIN, A hydraulic oil temperature T in the power transmission device 10, that is, the belt type continuously variable transmission 18.OILOil temperature T from an oil temperature sensor 78 that detectsOIL, The internal pressure P of the hydraulic cylinder 46c of the output side variable pulley 46BThat is, the actual belt clamping pressure control pressure PBThe oil pressure P from the pressure sensor 80 for detectingBAre respectively supplied.
[0026]
The electronic control unit 66 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. By doing so, the engagement force control and release control of the lockup clutch 26, the shift control of the continuously variable transmission 18, and the clamping pressure control are performed. Specifically, in the above-described engagement force control, when the lockup clutch 26 is engaged, the change rate (change rate) of the engagement force becomes the target change rate, in other words, the pump impeller of the torque converter 14. Rotational speed difference N between 14p (input rotating member) and turbine impeller 14t (output rotating member)slipRate of change (rate of change) dNslipIs the preset target change rate dNslip tSolenoid valve MV for lockup control to matchCONTPerform feedback control to activate the. In the release control, the idle switch for detecting whether the throttle valve 70 is fully closed is turned on / off, the fuel cut control state for shutting off the fuel during coasting, the operation state of the accelerator pedal 71, the operation of the accelerator pedal 71 The release speed is determined based on the driving state of the vehicle such as the speed, the brake operation state, the judder vibration occurrence state of the lockup clutch 26, and the lockup clutch 26 is released at the release speed.
[0027]
Further, in the shift control, the electronic control unit 66 determines the accelerator operation amount that represents the actual driver's required output amount from the well-known relationship (map), that is, the accelerator opening θ.ACC(%) And vehicle speed V (output side rotational speed NOUTTarget rotation speed N based onIN TAnd the actual input side rotational speed NINIs the target rotational speed NIN TOf the hydraulic fluid supplied to the hydraulic cylinder 42c of the input-side variable pulley 42 or the hydraulic fluid discharged from the hydraulic cylinder 42c by performing feedback control to operate the shift control valve device 50 so as to match To control. Further, in the belt clamping pressure control, the actual speed of the belt-type continuously variable transmission 18 is determined from a predetermined relationship (map) in order to obtain a necessary and sufficient necessary hydraulic pressure (a target hydraulic pressure corresponding to an ideal belt clamping pressure). Input torque TINAlternatively, the accelerator operation amount θ corresponding to the transmission torqueACCThe belt clamping pressure control pressure (target value) is calculated based on the actual speed ratio γ, and the clamping pressure control valve 56 in the hydraulic control circuit 52 adjusts the pressure so as to obtain the belt clamping pressure control pressure.
[0028]
FIG. 4 is a functional block diagram for explaining the main part of the control function of the electronic control unit 66, that is, the fastening force control of the lockup clutch 26, and the like. In FIG. 4, the clutch engagement control means 88 includes a vehicle speed V and an accelerator opening A within a release region or an engagement region provided in a two-dimensional coordinate including, for example, a vehicle speed axis and an accelerator opening axis.CCIt is determined whether or not the vehicle state determined from the above is located. If the vehicle state is located within the release region, the release of the lockup clutch 26 is judged and the lockup clutch off command is output, but the vehicle state is located within the engagement region. In this case, the lockup clutch 26 is judged to be engaged and a lockup clutch on command is output. When this lockup clutch on command is output, the lockup control valve P is driven in a predetermined pattern by driving the lockup control valve device.luAnd the lockup clutch 26 is engaged. Further, when the lock-up clutch off command is output, the clutch engagement control means 88 releases the lock-up clutch 26 by driving the lock-up control valve device in accordance with a control command from the clutch release control means 108 described later. Make
[0029]
The fuel cut control means 90 is designed to increase the engine speed N during the coasting traveling of the vehicle in which the throttle valve 70 is fully closed (idle position) in order to improve fuel consumption.EIn the region where is greater than or equal to a predetermined value, for example, the fuel supply to the fuel injection valve is cut off, thereby temporarily stopping the fuel supply to the engine 12.
[0030]
The operating state detecting means 92 is an on / off state of an idle switch for detecting full closure of the throttle valve 70, a fuel cut control state for shutting off fuel during coasting, an operating state of the accelerator pedal 71, an operating state of the accelerator pedal 71 It detects the driving state of the vehicle such as the speed, the operating state of the brake, and the state of occurrence of judder vibration of the lockup clutch 26. Therefore, the operating state detection unit 92 determines that the fuel supply to the engine 12 is blocked by the fuel cut control unit 90 based on a fuel cut signal output from the fuel cut control unit 90 or the like. A fuel cut determination means 94 that performs a sudden braking operation, a sudden deceleration state determination means 96 that determines that the vehicle is in a rapidly decelerating running state based on an operating state of the brake device or a vehicle deceleration, etc. The amount of accelerator operation A is the deceleration running state of a vehicle that has not been operated at all.CCThe occurrence of judder that is an unstable engagement state of the lock-up clutch 26 and the deceleration traveling determination means 98 that is determined based on the fact that the engine speed NEJudder determination means 100 for determining based on the fact that the rotational speed fluctuation or rotational acceleration fluctuation of the vehicle is greater than or equal to a predetermined value, and that the accelerator operation amount A indicates that switching from coasting to acceleration is performed according to the driver's operation.CCCoasting → acceleration switching determination means 102 determined based on a change in the vehicle speed, and accelerator operation speed (depression speed) dA corresponding to the driver's acceleration operationCCThe accelerator operation amount A indicates whether / dt is earlier or later than a predetermined value.CCAnd an accelerator operation speed determination means 104 that is determined based on the change speed of the vehicle.
[0031]
The disengagement speed determining means 106 determines the disengagement speed of the clutch disengagement control means 108 based on the actual driving state of the vehicle detected by the operation state detecting means 92 from the relationship stored in advance. For example, the release speed determining means 106 is, for example, as shown by the solid line in FIG.2For example, t in FIG.2After the end of the fuel cut (return to fuel cut), which is the section after the time, the release speed is determined to be high in order to release the lockup clutch 26 immediately. That is, the decreasing gradient of the fastening force of the lockup clutch 26 is made tighter (larger) after the fuel cut is finished than during the fuel cut. As a result, the deceleration (engine braking force) becomes relatively small compared to that during fuel cut, and after the fuel cut that causes torque loss, the release speed of the lockup clutch 26 is relatively high. As a result, sudden engagement due to torque loss of the lock-up clutch 26 during release operation and shock due to it are prevented. The broken line in FIG. 5 shows a sudden engagement state when the release speed is not changed high. Since there are many vehicles in which the fuel injection amount is increased to prevent engine throat at the time of fuel cut return, the above-described sudden engagement tends to occur remarkably in such vehicles.
[0032]
Further, the release speed determining means 106 is operating in a fuel cut operation even during a predetermined period after the fuel cut is restored, compared to a case where the fuel cut has been restored from the beginning, that is, in a steady fuel supply state for a predetermined period or more. In order to quickly release the lock-up clutch 26, the release speed is increased when the fuel cut is recovered from, that is, within a predetermined period immediately after the return. That is, the decreasing gradient of the engaging force of the lock-up clutch 26 becomes tighter (larger) when the fuel cut is restored after the fuel cut operation than in the steady fuel supply state. As a result, for example, while the vehicle is running at a reduced speed, the lockup clutch 26 is released at a relatively high speed within a predetermined period immediately after the fuel cut return in which the fuel injection amount is increased compared to the steady fuel supply state. As a result, the lock-up clutch 26 is quickly released to prevent the sudden engagement, and the lock-up clutch 26 is released at a relatively low speed in the steady fuel supply state.
[0033]
The release speed determining means 106 is decelerating while the throttle valve 70 is in the fully closed idle position (idle switch on) while the throttle valve 70 is open (idle switch off) (acceleration). Compared to a case, the release speed is increased in order to quickly release the lockup clutch 26. That is, the engagement force of the lockup clutch 26, that is, the lockup clutch control pressure PluThe slope of decrease is more severe (larger) in non-decelerated travel than in decelerated travel. Thereby, a shock caused by sudden engagement during release of the lockup clutch 26 due to torque loss generated by opening the throttle valve 70 during deceleration traveling is suitably prevented.
[0034]
Further, the release speed determining means 106 is capable of depressing the accelerator depression speed dA during acceleration traveling.CCAs compared with the case where / dt is slower (lower) than the predetermined value, when it is faster (higher), the release speed is increased in order to quickly release the lockup clutch 26. That is, the gradient of decrease in the engagement force of the lockup clutch 26 is tightened (increased) when the depression speed is higher than when the depression speed is lower than a predetermined value. Accelerator depression speed dACCWhen / dt is slower than the predetermined value, the accelerator depression speed dACCSince the speed of increase of the output torque of the engine 12 due to the accelerator depression is slower than when / dt is earlier than a predetermined value, the lockup clutch 26 is released at a relatively slower speed than when it is early. The release shock is alleviated.
[0035]
Further, the release speed determining means 106 locks up more quickly when the vehicle running state is switched from coasting to acceleration traveling than when it is not, that is, during deceleration traveling or coasting traveling. In order to release the clutch 26, the release speed is increased. That is, the decreasing gradient of the engaging force of the lock-up clutch 26 becomes tighter (larger) when the vehicle traveling state is switched from coasting traveling to acceleration traveling than during steady coasting traveling for a predetermined time or more. For example, in the region A where the transmission torque of the lockup clutch 26 is near zero as shown in FIG. 6, even if the lockup clutch 26 is released quickly, the output torque of the output shaft 44 or the drive torque of the drive wheels 24L, 24R. There is no problem because the change in the speed is small and the shock is small. On the other hand, when the release speed is low, there is a risk of sudden engagement during release of the lock-up clutch 26 due to torque loss. During deceleration traveling or coasting without switching to, the deceleration is larger than when switching to acceleration traveling, so the lockup clutch 26 is released at a relatively slow speed. Thus, a shock due to a sudden engagement based on the torque loss during the release is prevented.
[0036]
Further, the release speed determining means 106 quickly locks up in steady deceleration traveling after the predetermined time when the throttle valve 70 is within the predetermined time from the idle switch ON position to the OFF position during coasting. In order to release the clutch 26, the release speed is increased. That is, the gradient of decrease in the engagement force of the lockup clutch 26 is tightened (increased) when the throttle valve 70 is within a predetermined time period after the throttle switch 70 is switched from the idle switch ON position to the OFF position. In the region A where the transmission torque of the lockup clutch 26 is close to zero as shown in FIG. 6, the output torque of the output shaft 44 or the drive torque of the drive wheels 24L and 24R even if the lockup clutch 26 is quickly released. There is no problem because the change in the engine speed is small and the shock is small. On the other hand, when the release speed is low, there is a possibility that a sudden engagement during the release of the lockup clutch 26 may occur due to torque loss. When the transmission torque of the lock-up clutch 26 is close to zero compared to after the elapse of a predetermined time, such as traveling within a predetermined time after the idle switch is turned on, the lock-up is performed at a relatively high speed. By releasing the clutch 26, the shock caused by the sudden engagement based on the torque release during the release is alleviated. .
[0037]
Further, the release speed determination means 106 increases the release speed in order to quickly release the lockup clutch 26 when the driving force is near zero, compared to when the driving force of the vehicle is not near zero. That is, the gradient of decrease in the engagement force of the lock-up clutch 26 is tighter (larger) when the driving force is near zero than when the driving force is relatively large. As described above, in the region A where the transmission torque of the lockup clutch 26 is near zero, the output torque of the output shaft 44 or the drive torque of the drive wheels 24L and 24R does not change even if the lockup clutch 26 is quickly released. While there is no problem because the shock is small and the shock is small, there is a possibility that sudden engagement during release of the lock-up clutch 26 may occur due to torque loss at a low release speed, so that the driving force of the vehicle is zero as described above. When it is in the vicinity, the lockup clutch 26 is released at a relatively high speed, so that the shock based on the sudden engagement during the release is relieved.
[0038]
Further, the release speed determining means 106 increases the release speed in order to quickly release the lockup clutch 26 when the judder has occurred, compared with the case where the judder of the lockup clutch 26 has not occurred. To do. That is, the gradient of decrease in the engagement force of the lockup clutch 26 is tighter (larger) when judder is determined than when judder is not determined. Thereby, when the judder of the lockup clutch 26 is generated, the lockup clutch 26 is released at a relatively high release speed, so that the vehicle vibration caused by the judder is quickly eliminated.
[0039]
Further, the release speed determining means 106 releases the lockup clutch 26 in order to release the lockup clutch 26 more quickly when the sudden deceleration is performed as compared with the case where the sudden deceleration such as a sudden braking operation is not performed. Increase speed. That is, the gradient of decrease in the engagement force of the lockup clutch 26 is tighter (larger) when sudden braking is performed than when sudden braking is not performed. Thereby, in the case of rapid deceleration traveling in which sudden braking is performed, the lockup clutch 26 is released relatively quickly, so that the stall of the engine 12 during sudden braking is preferably eliminated.
[0040]
For example, as shown in the lower part of FIG. 5, the clutch release control means 108 has a release speed (target release speed) determined by the release speed determination means 106 in response to an OFF (release) command of the lockup clutch 26. As shown, the clutch engagement control means 88 has a lockup clutch control pressure PluIs changed to release the lock-up clutch 26. For example, in the release process of the lockup clutch 26, the rotational speed difference N between the pump impeller 14p and the turbine impeller 14t.slipRate of change (release speed) dNslipIs a preset target change rate (target release speed) dNslip tSolenoid valve MV for lockup control to matchCONTPerform feedback control to activate the.
[0041]
FIG. 7 is a flowchart for explaining the main part of the control operation of the electronic control unit 66, that is, the main part of the fastening force control of the lock-up clutch 26, for determining the release speed while the lock-up clutch 26 is released. Shows the routine. In FIG. 7, in step (hereinafter, step is omitted) SA1 corresponding to the sudden deceleration state determining means 96, whether or not the vehicle is in a sudden braking state, that is, a sudden deceleration state, is calculated from a vehicle speed V, for example. Judgment is made based on whether or not the speed exceeds a predetermined value. If the determination at SA1 is affirmative, a plurality of types of gradients stored in advance at SA2 corresponding to the release speed determining means 106, that is, a gradient A among a plurality of types of release speeds of the lockup clutch 26 is selected. . This gradient A is set to be harder than the gradient determined when the sudden braking state is not judged in the same traveling state.
[0042]
If the determination at SA1 is negative, it is determined at SA3 whether or not the throttle valve 70 is fully closed, for example, based on whether or not the idle switch is turned on. If the determination in SA3 is affirmative, the vehicle is coasting and therefore SA4 and subsequent steps are executed. If the determination is negative, SA9 and subsequent steps are executed because the vehicle is accelerating. If the determination at SA3 is affirmative, at SA4 corresponding to the judder determination means 100, whether or not the lockup clutch 26 is judled is determined, for example, by the input shaft rotational speed N.INJudgment is made based on the occurrence of pulsation. If the determination at SA4 is affirmative, the gradient B is selected at SA5 corresponding to the release speed determining means 106. This gradient B is set to be harder than the gradient determined when judder is not determined in the same traveling state.
[0043]
If the determination at SA4 is negative, it is determined at SA6 corresponding to the fuel cut determination means 94 whether or not the fuel cut by the fuel cut control means 90 is in operation. If the determination of SA6 is negative, the gradient C is selected in SA7 corresponding to the release speed determining means 106, but if the determination of SA6 is positive, the gradient is determined in SA8 corresponding to the release speed determining means 106. D is selected. The gradient C selected when the fuel cut is not executed within the release period of the lockup clutch 26, that is, after the fuel cut is finished, is set to be tighter than the gradient D selected when the fuel cut is executed. For example, when the gradient C is 0.0032, the gradient D is set to 0.0016.
[0044]
In the traveling state in which the determination of SA3 is negative, it is determined in SA9 corresponding to the judder determination means 100 whether or not the lockup clutch 26 has been judled. If the determination at SA9 is affirmative, the gradient E is selected at SA10 corresponding to the release speed determining means 106. This gradient E is set to be harder than the gradient determined when judder is not determined in the same traveling state. If the determination in SA9 is negative, it is determined in step SA11 corresponding to the coasting → acceleration switching determination means 102 whether or not the coasting traveling is accelerated to the acceleration traveling according to the driver's operation.CCJudgment based on changes in If the determination at SA11 is affirmative, the gradient F is selected at SA12 corresponding to the release speed determining means 106. This gradient F is set to be harder than the gradient determined when coasting → acceleration switching is not determined in the same traveling state.
[0045]
If the determination of SA11 is negative, in SA13 corresponding to the accelerator operation speed determination means 104, the accelerator depressing speed is greater than or equal to a predetermined value, that is, a fast operation, or does not exceed a predetermined value, that is, a slow operation. It is determined whether or not there is. If it is determined in SA13 that the accelerator depressing speed is slow, the gradient G is selected in SA14 corresponding to the release speed determining means 106, but if it is determined to be fast, it corresponds to the release speed determining means 106. In SA15, the gradient H is selected. The gradient H selected when the accelerator depression speed is high is set to be harder than the gradient G selected when the accelerator depression speed is low.
[0046]
As described above, according to the present embodiment, the release speed determining means 106 (based on the driving state of the vehicle detected by the driving state detecting means 92 (SA1, 3, 4, 6, 9, 11, 13). SA2, 5, 7, 8, 10, 12, 14, 15) determines the release speed of the lock-up clutch 26 during the release period. Therefore, the clutch release control means 108 is determined by the release speed determination means 106. Since the vehicle lockup clutch 26 is released at the released speed, an appropriate release speed corresponding to the driving situation can be obtained when the lockup clutch 26 is released.
[0047]
In addition, according to the present embodiment, the operating state detection unit 92 detects the output state of the engine 12 connected to the lockup clutch 26, and therefore the release speed is based on the output state of the engine 12. Therefore, when the lock-up clutch 26 is released, an appropriate release speed corresponding to the output state of the engine 12 can be obtained.
[0048]
Further, according to this embodiment, the engine 12 is an internal combustion engine that generates power by combustion of fuel, and the operating state detecting means 92 detects a fuel supply cut-off (fuel cut) state for the engine 12. Therefore, the release speed is determined based on the fuel supply cutoff state for the engine 12, and therefore, an appropriate release speed corresponding to the fuel supply cutoff state for the engine 12 can be obtained when the lockup clutch 26 is released.
[0049]
Further, according to the present embodiment, since the driving state detection unit 92 detects the deceleration state of the vehicle, the release speed is determined based on the deceleration state of the vehicle. An appropriate release speed corresponding to the deceleration state of the vehicle can be obtained at the time of release.
[0050]
Further, according to the present embodiment, the driving state detecting means 92 detects the vibration generation state of the vehicle related to the judder vibration of the lockup clutch 26, and therefore the release speed is based on the vibration generation state. Therefore, when the lockup clutch 26 is released, an appropriate release speed corresponding to the vibration generation state can be obtained.
[0051]
Further, according to the present embodiment, the operating state detecting means 92 detects a state in which the transmission torque of the lockup clutch 26 is near zero, so that the state in which the transmission torque of the lockup clutch 26 is near zero. An appropriate release speed corresponding to the transmission speed, that is, a relatively high release speed for preventing a sudden engagement due to a decrease in the transmission torque during the release is determined. Appropriate release speed is obtained.
[0052]
FIG. 8 is a flowchart for explaining another important part of the control operation of the electronic control unit 66, particularly the fuel cut control means 90, that is, the main part of the fuel cut return control. In FIG. 8, in SB1, it is determined whether or not the fuel cut control for the engine 12 is being performed based on the output signal of the fuel cut control means 90. If the determination at SB1 is negative, the routine is terminated. If the determination is affirmative, the release control of the lockup clutch 26 is being performed based on the output signal from the clutch engagement control means 88 at SB2. It is determined whether or not. If the determination at SB2 is negative, this routine is terminated. If the determination is affirmative, at SB3, the rotational speed difference (slip rotational speed) N of the lockup clutch 26 is determined.slip(= NIN-NE) Is a predetermined criterion value NAIt is judged whether it is larger. This criterion value NAIs the input shaft rotation speed NINEngine speed N that was rotating at the same rotation speed asEHowever, it has been experimentally obtained in advance to determine that the amount of depression caused by the release of the lockup clutch 26 is greater than or equal to a predetermined value, and a value of, for example, about 200 rpm is used.
[0053]
If the determination at SB3 is negative, this routine is terminated. If the determination is affirmative, the fuel cut is restored at SB4 and fuel supply to the engine 12 is resumed. According to the present embodiment, the engine speed N is increased with the release of the lockup clutch 26 during the deceleration traveling.EThe amount of drop is constant N regardless of the rotation speed at the start of the drop.ASince the fuel cut is restored when reaching the value, the shock at the time of the fuel cut restoration is suitably suppressed. Incidentally, the engine speed N at the start of releasing the lockup clutch 26EWhen is high, the amount of depression becomes large, and a relatively large shock is generated when the fuel cut is restored. Also, the engine speed N at the start of releasing the lockup clutch 26EIs low, the amount of depression is too small, and the fuel cut is restored with the lock-up clutch 26 half-engaged. Therefore, a relatively large shock is generated when the fuel cut is restored.
[0054]
As mentioned above, although one Example of this invention was described based on drawing, this invention is applied also in another aspect.
[0055]
For example, in each of the above-described embodiments, the lockup clutch 26 is used as a vehicle clutch. However, the lockup clutch 26 is not only a dry single plate clutch, but also a wet multi-plate clutch, an electromagnetic clutch, a magnetic powder clutch, and the like. Various types of clutches may be used. Further, in each of the above-described embodiments, the lock-up clutch 26 is provided in the torque converter 14, but may be provided in a fluid coupling such as a flute coupling. Further, when the forward / reverse switching device 16 is provided in the power transmission path between the engine 12 and the belt type continuously variable transmission 18, the forward clutch 38 may be controlled in place of the lockup clutch 26. . In short, the present invention is applied to any clutch provided in the power transmission path between the engine 12 and the belt type continuously variable transmission 18.
[0056]
In the above-described embodiment, for example, the clutch release control means 108 can obtain, for example, the rotational speed difference N so that the release speed (target release speed) determined by the release speed determination means 106 can be obtained.slipRate of change (release speed) dNslipIs a preset target change rate (target release speed) dNslip tSolenoid valve MV for lockup control to matchCONTHowever, the lockup clutch control pressure P is reduced at a speed corresponding to the release speed determined by the release speed determining means 106.luIt may be an open-loop control means for reducing.
[0057]
As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention implements in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram illustrating a power transmission device for a vehicle to which a control device according to an embodiment of the present invention is applied.
2 is a view showing a main part of a hydraulic circuit provided in the vehicle of FIG. 1 and a part for controlling the engagement force of the lock-up clutch of FIG. 1;
3 is a schematic diagram of an electronic control unit, which is a main part of an electrical configuration provided in the vehicle of FIG. 1; FIG.
4 is a functional block diagram illustrating a main part of a control function of the electronic control device of FIG. 3;
5 is a time chart for explaining a main part of a lockup clutch releasing operation in the electronic control unit of FIG. 3; FIG.
6 is a time chart for explaining whether or not the driving state of the vehicle, that is, the transmission torque of the lockup clutch detected in the electronic control device of FIG. 3 is in a region A close to zero. FIG.
7 is a flowchart for explaining a main part of a control operation in the electronic control unit of FIG. 3, that is, an operation for determining a release speed of a lockup clutch.
8 is a flowchart for explaining a main part of a control operation, that is, a fuel cut return control operation in the electronic control device of FIG. 3;
[Explanation of symbols]
26: Lock-up clutch (vehicle clutch)
66: Electronic control unit
92: Operating state detection means
106: Release speed determining means
108: Clutch release control means

Claims (2)

  1. A vehicle clutch control device comprising clutch release control means for controlling release from a clutch engagement state to a release state at a predetermined release speed,
    Driving state detection means for detecting the driving state of the vehicle;
    A release rate determining means for determining the release rate of said clutch disengagement control means based on the driving state of the vehicle detected by said operating condition detecting means, seen including,
    The driving state detecting means is connected to the clutch and detects a fuel supply cut-off state with respect to an internal combustion engine that generates power by burning fuel as the driving state of the vehicle. Control device.
  2. The release speed determining means determines a higher release speed when the operating state detecting means detects that the internal combustion engine is in a fuel cutoff state than when it is not detected as being in a fuel cutoff state. The vehicle clutch control device according to claim 1, wherein the vehicle clutch control device is provided.
JP2000150839A 2000-05-23 2000-05-23 Vehicle clutch control device Expired - Fee Related JP4310888B2 (en)

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Application Number Priority Date Filing Date Title
JP2000150839A JP4310888B2 (en) 2000-05-23 2000-05-23 Vehicle clutch control device

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JP4310888B2 true JP4310888B2 (en) 2009-08-12

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Publication number Priority date Publication date Assignee Title
JP4078793B2 (en) * 2000-06-30 2008-04-23 いすゞ自動車株式会社 Clutch control device
JP4576821B2 (en) * 2003-10-08 2010-11-10 トヨタ自動車株式会社 Control device for vehicle lock-up clutch
JP4810882B2 (en) * 2005-05-13 2011-11-09 日産自動車株式会社 Control device for vehicles with automatic transmission
JP2007113735A (en) * 2005-10-21 2007-05-10 Toyota Motor Corp Control device for friction engaging element
JP4240049B2 (en) * 2006-04-11 2009-03-18 トヨタ自動車株式会社 Powertrain control device
JP4899748B2 (en) * 2006-09-25 2012-03-21 トヨタ自動車株式会社 Vehicle control device, control method, program for causing computer to realize the control method, and recording medium recording the program
JP2008121904A (en) * 2008-02-21 2008-05-29 Toyota Motor Corp Lock-up clutch controller of vehicle
DE102010012965A1 (en) * 2010-03-25 2011-09-29 Voith Patent Gmbh Powertrain for a motor vehicle
KR101594234B1 (en) * 2011-06-15 2016-02-15 쟈트코 가부시키가이샤 Vehicle drive device and method
CN107110248B (en) * 2014-12-19 2019-05-10 沃尔沃卡车集团 Method and apparatus for operating the power drive mechanism of motor vehicles
JP6428690B2 (en) * 2016-03-23 2018-11-28 トヨタ自動車株式会社 Control device for vehicle power transmission device

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