JP4604856B2 - Vehicle starting clutch control device - Google Patents

Description

  The present invention belongs to the technical field of a starting clutch control device for a vehicle that performs frictional engagement control of a starting clutch provided in a drive system by using an engaging force command value conversion map at the time of starting.

A conventional vehicle start clutch control device calculates a torque command value based on a vehicle state, converts the calculated torque command value into a hydraulic command value using a hydraulic command value conversion map, and sets the hydraulic command value when starting. The frictional engagement control of the starting clutch provided in the driving system is performed by outputting (see, for example, Patent Documents 1 and 2).
Japanese Patent Laid-Open No. 2001-116067 Japanese Patent Laid-Open No. 8-111002

  However, in the conventional vehicle starting clutch control device, since the torque command value is converted into the hydraulic command value based on the predetermined hydraulic command value conversion map, the friction coefficient μ of the starting clutch decreases. When the clearance between the plates increases due to wear of the facing material, the clutch hydraulic pressure cannot be corrected. For this reason, the target torque cannot be transmitted by the start clutch, the start clutch slips more than necessary, and the clutch burns up, or the engine speed rises more than necessary, giving the driver an unpleasant feeling, There was a problem.

  The present invention has been made paying attention to the above problem, and is a vehicle start clutch capable of performing appropriate fastening force control with respect to a target torque regardless of a decrease in the friction coefficient of the start clutch and an increase in clearance between the plates. An object is to provide a control device.

In order to achieve the above object, in the present invention, a torque command value is calculated based on a vehicle state, and the calculated torque command value is converted into a fastening force command value using a fastening force command value conversion map. In a vehicle start clutch control device that outputs a force command value and performs friction engagement control of a start clutch provided in a drive system,
When the start clutch is fully engaged, and when the tire transmits force to the road surface without slipping, the drive source rotation speed is set assuming that the drive source rotation speed is not slipping. The clutch engagement force correction means for correcting the characteristics of the engagement force command value conversion map based on the drive source torque difference at the same time when the increase gradient is greater than the number is provided.

Therefore, in the vehicle start clutch control device according to the present invention, the clutch engagement force correcting means is driven when the start clutch is completely engaged and when the tire transmits force to the road surface without slipping. When the ramp rate of the source rotation speed is larger than the ramp gradient of the drive source rotation speed set assuming that there is no clutch slip, the torque command value is changed to the fastening force command value based on the drive source torque difference at the same time. The characteristics of the fastening force command value conversion map to be converted are corrected.
In other words, the actual increase gradient of the drive source rotational speed is larger than the theoretical increase gradient of the drive source rotation speed means that the load due to the start clutch is lower than the appropriate value, that is, the start clutch slips. It is that. In this case, the drive source torque difference at the same time corresponds to the difference from the appropriate engagement force of the starting clutch, so by always correcting the characteristics of the engagement force command value conversion map based on this drive source torque difference, Appropriate clutch transmission torque can be obtained. As a result, it is possible to perform appropriate fastening force control with respect to the target torque, regardless of a decrease in the friction coefficient of the starting clutch and an increase in the clearance between the plates.

  BEST MODE FOR CARRYING OUT THE INVENTION A best mode for carrying out a vehicle start clutch control device of the present invention will be described below based on a first embodiment shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall view showing a drive system of a vehicle to which the starting clutch control device of the first embodiment is applied.
As shown in FIG. 1, the vehicle drive system of the first embodiment includes an engine 1, a first engine output shaft 2, a damper 3, a second engine output shaft 4, a forward clutch 5 (starting clutch), a river Scratch 6 (start clutch), forward / reverse switching gear 7, transmission input shaft 8, primary pulley 9, belt 10, secondary pulley 11, transmission output shaft 12, output gear 13, and differential gear 14, drive shafts 15 and 16, and drive wheels 17 and 18. That is, the vehicle drive system of the first embodiment has an engine 1 and a belt-type continuously variable transmission, and has a configuration in which a forward clutch 5 and a reverse clutch 6 using a wet multi-plate clutch are used as starting elements instead of a conventional torque converter. Adopted.

The forward clutch 5 is interposed between the second engine output shaft 4 and the transmission input shaft 8 and directly connects the second engine output shaft 4 and the transmission input shaft 8 by fastening the forward clutch 5. .
The forward / reverse switching gear 7 is constituted by a set of simple planetary gears. A sun gear 7a is connected to the transmission input shaft 8, and a carrier 7c supporting the pinion 7b is connected to the transmission case 19 via the reverse clutch 6. The ring gear 7 d is directly connected to the second engine output shaft 4.
That is, by engaging the reverse clutch 6, the carrier 7c is fixed to the transmission case 19, and the forward input rotation from the second engine output shaft 4 is the forward / reverse switching gear 7 to which the carrier 7c is fixed. , The output rotation is increased in the reverse direction and is transmitted to the transmission input shaft 8.

  When the forward clutch 5 is engaged and the reverse clutch 6 is released, the rotational driving force from the engine 1 is as follows: first engine output shaft 2 → damper 3 → second engine output shaft 4 → forward clutch 5 → transmission Input shaft 8 → primary pulley 9 → belt 10 → secondary pulley 11 → transmission output shaft 12 → output gear 13 → differential gear 14 → drive shafts 15 and 16 → drive wheels 17 and 18.

  When the reverse clutch 6 is engaged and the forward clutch 5 is disengaged, the rotational driving force from the engine 1 is as follows: first engine output shaft 2 → damper 3 → second engine output shaft 4 → forward / reverse switching gear 7 → Transmission input shaft 8 → primary pulley 9 → belt 10 → secondary pulley 11 → transmission output shaft 12 → output gear 13 → differential gear 14 → drive shafts 15 and 16 → drive wheels 17 and 18.

In the first embodiment, as shown in FIG. 1, an oil pump 20, a control valve unit 21, and a control unit 22 are provided as a hydraulic control system.
The oil pump 20 is built in the transmission case 19, and its pump shaft is driven by the first engine output shaft 2.
The control valve unit 21 uses a discharge pressure from the oil pump 20 as a hydraulic pressure source to generate a primary pulley pressure and a secondary pulley pressure for gear ratio control, and to generate clutch hydraulic pressures of the forward clutch 5 and the reverse clutch 6. produce.
The control unit 22 outputs a control command for creating a primary pulley pressure and a secondary pulley pressure and a control command for creating a clutch hydraulic pressure to a solenoid valve in the control valve unit 21 based on predetermined input information. .

FIG. 2 is a hydraulic circuit diagram showing a hydraulic circuit configuration to the forward clutch 5 in the control valve unit 21 of the starting clutch control device of the first embodiment.
As shown in FIG. 2, the control valve unit 21 includes a pressure regulator valve 211, a clutch regulator valve 212, a select switch valve 213, a select control valve 214, a manual valve 215, a pilot valve 216, and a pilot solenoid. 217, a clutch solenoid 218, and a select switch solenoid 219, and the above components are connected by an oil passage shown in FIG.

  The hydraulic pressure control of the forward clutch 5 is controlled by guiding the hydraulic pressure adjusted by the clutch solenoid 218 from the select switch valve 213 to the select control valve 214 to the manual valve 215 to the clutch oil chamber of the forward clutch 5. . The same applies to the reverse clutch 6. When the R range is selected, the regulated hydraulic pressure from the select control valve 214 is transferred to the clutch oil chamber of the reverse clutch 6 via the manual valve 215 whose spool position is switched. It is controlled by leading to.

FIG. 3 is a control block diagram illustrating a starting clutch hydraulic control system of the starting clutch control device according to the first embodiment.
The starting clutch hydraulic control system according to the first embodiment includes a throttle opening sensor 30, a vehicle speed sensor 31, an engine speed sensor 32, a primary pulley speed sensor 33, a brake as sensors that provide input information to the control unit 22. A switch 34, an engine torque sensor 35, and a transmission hydraulic oil temperature sensor 36 are provided.

  In the control unit 22, a torque command value for calculating a torque command value based on information such as throttle opening, vehicle speed, engine speed, primary speed, transmission hydraulic oil temperature, brake signal, engine torque, etc. A calculation circuit 221 and a hydraulic pressure command value conversion map (fastening force command value conversion map: see FIG. 5) for converting the calculated torque value command value into a hydraulic pressure command value in consideration of viscosity due to a change in transmission hydraulic oil temperature. A hydraulic pressure command value conversion map setting unit 222 for setting each transmission hydraulic oil temperature, and a current command value conversion map setting unit 223 for setting a current command value conversion map (see FIG. 6) for converting the hydraulic pressure command value into a current command value. And have. The current command value calculated by the current command value conversion map setting unit 223 is sent to the clutch solenoid 218.

Next, the operation will be described.
[Clutch oil pressure correction control process]
FIG. 4 is a flowchart showing the flow of the clutch oil pressure correction control process executed by the control unit 22 of the first embodiment. Each step will be described below (clutch engagement force correction control means).

  In step S1, it is determined whether or not the starting clutch is locked in a fully engaged state. If YES, the process proceeds to step S2, and if NO, the determination in step S1 is repeated.

In step S2, following the determination that the starting clutch is locked up in step S1, it is determined whether the tire is not slipping. If YES, the process proceeds to step S3. If NO, step S1 is performed. Return to.
Here, the tire slip determination is performed based on whether the road surface is an extremely low μ road or the output is too large, for example, whether the tire is slipping and the engine rotation is in an unexpected situation. This is determined by tire slip detection information from the system. Thus, it can be determined whether the condition for operating the map correction control is satisfied.

  In step S3, following the determination in step S2 that there is no slip, the engine speed at that time is monitored, and the detected accelerator opening corresponds to the actual accelerator opening from the angular velocity comparison map for each accelerator opening. A map is selected and the process proceeds to step S4.

In step S4, following the selection of the engine speed monitor and the angular velocity comparison map in step S3, the actual angular acceleration α1 and the theoretical angular acceleration α0 are calculated, and the actual angular acceleration α1 exceeds the theoretical angular acceleration α0. Then, it is determined whether or not the starting clutch is slipping. If YES, the process proceeds to step S5, and if NO, the process returns to step S1.
Here, the actual angular acceleration α1 and the theoretical angular acceleration α0 are obtained using the angular velocity comparison map (FIG. 7) selected in step S3. That is, if the measurement start time is T0 and the engine speed at the subsequent measurement times T1 and T2 is Ne1 and Ne2, the engine speed fluctuation from Ne1 to Ne2 is ΔNe, and the time fluctuation between them is ΔT1 The real angular acceleration α1 is obtained by the equation: α1 = ΔNe / ΔT1. Then, bring the previous engine speed Ne1, Ne2 to the theoretical angular acceleration line shown in Fig. 7 that was set in consideration of the case where the engine speed is likely to rise on a low μ road and downhill. Thus, the theoretical angular acceleration α0 can be obtained by the equation: α0 = ΔNe / ΔT2. When the actual angular acceleration α1 exceeds the theoretical angular acceleration α0, it is determined that the starting clutch is slipping.

In step S5, following the determination that the starting clutch is slipping in step S4, a hydraulic pressure correction value for correcting the hydraulic pressure command value conversion map is calculated, and the process proceeds to step S6.
Here, the hydraulic pressure correction value is determined using the engine performance comparison map shown in FIG. 8 and the engine total performance map shown in FIG. First, as shown in FIG. 8, the engine torques of the actual engine speed Ne1 at the measurement time T1 and the engine speed Ne1 ′ on the theoretical angular acceleration line are set for each accelerator opening as shown in FIG. The actual engine torque Tq1 and the theoretical engine torque Tq1 ′ are obtained from the overall engine performance map. Similarly, as shown in FIG. 8, the engine torques of the actual engine speed Ne2 at the measurement time T2 and the engine speed Ne2 ′ on the theoretical angular acceleration line are set for each accelerator opening as shown in FIG. Obtained from the engine performance map thus obtained, the actual engine torque Tq2 and the theoretical engine torque Tq2 ′ are obtained. Then, an engine torque difference ΔTq1 (= Tq1−Tq1 ′) at the measurement time T1 and an engine torque difference ΔTq2 (= Tq2−Tq2 ′) at the measurement time T2 are obtained. The engine torque differences ΔTq1 and ΔTq2 become torque amounts that are shifted due to slipping of the starting clutch, and the engine torque differences ΔTq1 and ΔTq2 are used as hydraulic pressure correction values.

In step S6, following the calculation of the hydraulic pressure correction value in step S5, the hydraulic pressure command value conversion map is corrected, the angular acceleration comparison map is corrected, and the process proceeds to return.
Here, the correction of the hydraulic pressure command value conversion map is performed before the correction, as shown in FIG. 10, by representing the torque amount that the engine torque difference ΔTq1, ΔTq2 obtained in step S5 is shifted due to slipping of the starting clutch. The actual engine torques Tq1 and Tq2 are put on the characteristic line, and two points are determined by offsetting the engine torque difference ΔTq1 and ΔTq2 in the direction of increasing the hydraulic pressure command value from these two points. These two points are connected to obtain a corrected hydraulic pressure command value conversion characteristic.
Further, the correction of the angular acceleration comparison map is performed by rewriting the theoretical angular acceleration line from the line with the inclination α0 to the line with the inclination α1, as shown in FIG.

[Background technology]
For example, as shown in Fig. 1, a wet multi-plate clutch is used as a starting element instead of a torque converter, and hydraulic control is performed by using a conventional lock-up solenoid (L / U SOL), thereby enabling the start. In the transmission, the hydraulic control of the starting clutch by the wet multi-plate clutch is performed as follows.

  First, when the select switch is turned on, the select switch valve is switched, and the hydraulic pressure adjusted by the lock-up solenoid flows from the select switch valve → select control valve → manual valve → forward clutch or reverse clutch. ing. In the first embodiment of the present invention, the hydraulic flow is the same except that the lock-up solenoid is a clutch solenoid 218 (CL SOL).

When performing the start clutch hydraulic pressure control, a current command value for regulating the clutch hydraulic pressure is calculated by the control unit and sent to the lockup solenoid.
The current command value is calculated by first calculating a torque command value based on information such as throttle opening, vehicle speed, engine speed, primary speed, transmission hydraulic oil temperature, brake signal, and engine torque. The calculated torque command value is converted into a hydraulic command value based on a hydraulic command value conversion map as shown in FIG. The hydraulic pressure command value conversion map is determined for each transmission hydraulic oil temperature in consideration of the viscosity due to a change in transmission hydraulic oil temperature. Thereafter, the hydraulic pressure command value is converted into a current command value based on a current command value conversion map as shown in FIG. 6, and the lockup solenoid is controlled.

By the way, when the friction coefficient μ of the starting clutch decreases, in order to make the clutch transmission torque before the change and the clutch transmission torque after the change the same, the pressure receiving area of the clutch does not change. The oil pressure must be increased.
In addition, if the clearance between the plates of the starting clutch increases due to wear of the facing material, in order to make the clutch transmission torque before the change and the clutch transmission torque after the change the same, the plate is increased by the increased clearance. The oil pressure must be increased because it must be pushed out.

  However, in the starting clutch hydraulic control, the torque command value is converted into the hydraulic command value based on a predetermined hydraulic command value conversion map, so the friction coefficient μ of the starting clutch is reduced or the facing material is worn. When the clearance between the plates increases, the clutch hydraulic pressure cannot be corrected. For this reason, the target torque cannot be transmitted by the start clutch, the start clutch slips more than necessary, and the clutch burns up, or the engine speed rises more than necessary, giving the driver an unpleasant feeling, There is a problem.

[Hydraulic command value conversion map correction]
In order to produce the same clutch transmission torque before and after the change with respect to the decrease in the friction coefficient μ of the start clutch and the increase in the clearance between the plates as described above, in the first embodiment, the hydraulic correction of the start clutch is performed as follows. Do.

  When the starting clutch is locked up and the driving condition is such that there is no tire slip, in the flowchart of FIG. 4, the process proceeds from step S1 to step S2 to step S3 to step S4. It is determined whether or not the starting clutch is slipping depending on whether or not the angular acceleration α1 exceeds the theoretical angular acceleration α0. If the starting clutch is not slipping, the process returns to step S1 and no correction is performed. However, if it is determined that the starting clutch is slipping, the process proceeds from step S4 to step S5 to step S6. In step S5, a hydraulic pressure correction value (engine torque difference ΔTq1 for correcting the hydraulic pressure command value conversion map) is obtained. , ΔTq2) is calculated, and in step S6, the hydraulic pressure command value conversion map is corrected based on the engine torque differences ΔTq1, ΔTq2, and the angular acceleration comparison map is corrected based on the actual angular acceleration α1.

In other words, in the lock-up region, the starting clutch is in a fully engaged state, so that the engine speed can be increased if the tire transmits the driving force to the road surface on a flat road and without slipping in steady running with a constant accelerator. The rise is constant.
Therefore, the theoretical angular acceleration α0 calculated in consideration of the case where the road surface resistance is low and the engine speed such as downhill tends to increase during lockup is set for each accelerator opening, and the actual engine speed increases. Comparison is made with the calculated actual angular acceleration α1.
If the actual angular acceleration α1 is larger than the set theoretical angular acceleration α0, it means that the starting clutch is slipping. Compare the actual engine torque value with the theoretical engine torque value at the same time, and find the difference (engine torque Map correction is performed by feeding back the difference ΔTq1, ΔTq2) to the hydraulic pressure command value conversion map.

  Therefore, by correcting the hydraulic pressure command value conversion map in the lockup region and in a traveling state where the accelerator opening is constant, regardless of the decrease in μ of the starting clutch (forward clutch 5 or reverse clutch 6) or wear of the facing material, Therefore, it is possible to perform appropriate hydraulic control (= control to obtain an appropriate hydraulic command value for the torque command value) with respect to the target torque, and to perform stable start clutch control.

  In addition, by matching the theoretical angular acceleration line in the angular acceleration comparison map with a low road surface friction coefficient and downhill, it is possible to consider the case where the engine speed rises quickly, so high μ roads, uphill roads, etc. It is possible to omit unnecessary correction of the hydraulic pressure command value conversion map and case classification when the engine speed increase is slow.

Next, the effect will be described.
In the vehicle start clutch control device of the first embodiment, the following effects can be obtained.

  (1) Calculate the torque command value based on the vehicle state, convert the calculated torque command value to the fastening force command value using the fastening force command value conversion map, and drive the drive by outputting the fastening force command value at the start In a start clutch control device for a vehicle that performs frictional engagement control of a start clutch provided in the system, when the start clutch is completely engaged and when the tire transmits force to the road surface without slipping, the drive source When the rising gradient of the rotational speed is larger than the rising gradient of the drive source rotational speed set assuming that there is no clutch slip, the characteristics of the fastening force command value conversion map are based on the drive source torque difference at the same time. Because the clutch engagement force correction means to correct is provided, it is possible to perform appropriate engagement force control for the target torque regardless of the decrease in the friction coefficient of the starting clutch or the increase in the clearance between plates. it can.

  (2) The starting clutch is a forward clutch 5 and a reverse clutch 6 that are provided in an engine drive system and are engaged by a control oil pressure that is generated based on an oil pressure command value. An engine angular acceleration comparison map based on the relationship between engine speed and time that determined the acceleration line was set, engine speeds Ne1 and Ne2 at two different times T1 and T2 were measured, and the measured engine speed fluctuation ΔNe The actual angular acceleration α1 that is the rising gradient of the engine 1 is obtained from the time variation ΔT1 at two different times T1 and T2, and the hydraulic command value is obtained when the actual angular acceleration α1 is larger than the theoretical angular acceleration α0 by the theoretical angular acceleration line. In order to correct the characteristics of the conversion map, the forward clutch 5 that is a starting clutch can be easily obtained only by measuring the engine speeds Ne1 and Ne2 at two different times T1 and T2. Others can determine slip of the reverse clutch 6.

  (3) The clutch engagement force correcting means sets an engine performance comparison map based on an engine torque-time relationship in which a theoretical angular acceleration line is determined in advance, and when the actual angular acceleration α1 is larger than the theoretical angular acceleration α0, The engine speed difference ΔTq1, ΔTq2 is converted into the engine torque difference ΔTq1, ΔTq2, respectively, as a correction value by converting the actual engine speed Ne1, Ne2 at different times T1, T2 and the theoretical engine speed Ne1 ', Ne2' from the theoretical angular acceleration line. In order to correct the characteristics of the hydraulic pressure command value conversion map by offsetting the hydraulic pressure command values by the engine torque differences ΔTq1 and ΔTq2 from the torque command values at two different times T1 and T2, respectively, the engine torque By utilizing the fact that the differences ΔTq1 and ΔTq2 directly correspond to the difference between the torque command values, the characteristics of the hydraulic pressure command value conversion map can be corrected with high accuracy.

  (4) Since the clutch engagement force correction means sets the theoretical angular acceleration lines of the angular acceleration comparison map and the engine performance comparison map assuming a driving situation in which the engine speed is likely to increase, It is possible to eliminate unnecessary correction and case classification when the engine speed increase on the road or the like is slow.

  (5) When the clutch engagement force correction means receives a tire slip detection signal from the in-vehicle ABS system, the characteristic of the hydraulic pressure command value conversion map is not corrected, so the tire slips due to a low μ road, a large output, etc. Then, by detecting a case where the way of increasing the engine rotation is different from the assumed condition, it is possible to prevent malfunction of the correction control and to make the correction control more reliable.

  (6) Since the starting clutch is a wet multi-plate clutch that is set as a starting element instead of a torque converter at a position between the engine and the continuously variable transmission, it is frequently used and changes in friction coefficient or A stable starting clutch control that meets the requirements can be performed for a starting element that is likely to undergo a change in clearance and that requires high-accuracy transmission torque control.

  The vehicle starting clutch control device of the present invention has been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and the claims relate to each claim. Design changes and additions are allowed without departing from the scope of the invention.

  In the first embodiment, as a clutch engagement force correcting means, an engine speed increase gradient is determined by measuring the engine speed at two different times under traveling with predetermined conditions, and a hydraulic pressure command value conversion map The example which corrects was shown. However, for example, while traveling under a predetermined condition, the engine speed characteristics that change every set time are measured, and the average value of the differential value, which is the gradient of the engine speed, is taken to increase the engine speed. The slope may be determined. In short, the clutch engagement force correcting means is a state in which when the start clutch is completely engaged, and when the tire transmits force to the road surface without slipping, the drive source rotation speed rises and the clutch does not slip. The means shown in the first embodiment is a means for correcting the characteristics of the fastening force command value conversion map based on the drive source torque difference at the same time when it is larger than the assumed increase gradient of the drive source rotation speed. It is not limited to.

  In the first embodiment, an example of a hydraulic multi-plate friction clutch (forward clutch 5 and reverse clutch 6) provided in an engine drive system and fastened by a control hydraulic pressure generated based on a hydraulic pressure command value is shown as a starting clutch. For example, an electromagnetic multi-plate friction clutch that applies an electromagnetic force itself by a solenoid or a force obtained by increasing the electromagnetic force by a cam to the multi-plate friction clutch may be used. In this case, the fastening force command value conversion map is a solenoid command value conversion map for converting a torque command value into a solenoid command value.

  In the first embodiment, an example of a starting clutch control device for an engine vehicle equipped with an engine as a drive source is shown. However, an electric vehicle or a fuel cell vehicle equipped with a motor as a drive source, or an engine and motor as a drive source. It can also be applied to hybrid vehicles. Further, the present invention can be applied to a vehicle having both a torque converter and a starting clutch in a drive system.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall view showing a drive system of a vehicle to which a start clutch control device of Embodiment 1 is applied. It is a hydraulic circuit diagram which shows the hydraulic circuit structure to a forward clutch among the control valve units of the starting clutch control apparatus of Example 1. FIG. It is a control block diagram which shows the starting clutch hydraulic control system of the starting clutch control apparatus of Example 1. FIG. 6 is a flowchart showing a flow of clutch oil pressure correction control processing executed by the control unit of the first embodiment. It is a figure which shows an example of the hydraulic pressure command value conversion map set beforehand. It is a figure which shows an example of the preset current command value conversion map. It is a figure which shows the angular acceleration comparison map used in the starting clutch control apparatus of Example 1. FIG. It is a figure which shows the engine performance comparison map used in the starting clutch control apparatus of Example 1. FIG. It is a figure which shows the engine whole performance map used in the starting clutch control apparatus of Example 1. FIG. It is a figure which shows the example of correction | amendment of the hydraulic pressure command value conversion map in the starting clutch control apparatus of Example 1. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 1st engine output shaft 3 Damper 4 2nd engine output shaft 5 Forward clutch (start clutch)
6 Reverse clutch (starting clutch)
7 Forward / reverse switching gear 8 Transmission input shaft 9 Primary pulley 10 Belt 11 Secondary pulley 12 Transmission output shaft 13 Output gear 14 Differential gears 15 and 16 Drive shafts 17 and 18 Drive wheels 19 Transmission case 20 Oil pump 21 Control valve unit 22 Control unit

Claims (6)

A torque command value is calculated based on the vehicle state, the calculated torque command value is converted into a fastening force command value using a fastening force command value conversion map, and the fastening force command value is output and provided in the drive system when starting. A starting clutch control device for a vehicle that performs frictional engagement control of the received starting clutch,
When the start clutch is fully engaged, and when the tire transmits force to the road surface without slipping, the drive source rotation speed is set assuming that the drive source rotation speed is not slipping. And a clutch engaging force correcting means for correcting the characteristics of the engaging force command value conversion map based on the difference in driving source torque at the same time when the rising gradient is greater than the number of rising gradients. . In the vehicle start clutch control device according to claim 1,
The starting clutch is a clutch that is provided in an engine drive system and is fastened by a control hydraulic pressure that is generated based on a hydraulic pressure command value.
The clutch engagement force correcting means sets an engine angular acceleration comparison map based on an engine rotational speed-time relationship in which a theoretical angular acceleration line is determined in advance, measures the engine rotational speed at two different times, and measures the engine The characteristics of the hydraulic pressure command value conversion map when the actual angular acceleration, which is the ascending gradient of the engine, is obtained from the rotational speed fluctuation and the time fluctuation at two different times, and the actual angular acceleration is larger than the theoretical angular acceleration by the theoretical angular acceleration line. A starting clutch control device for a vehicle, wherein In the vehicle start clutch control device according to claim 2,
The clutch engagement force correcting means sets an engine performance comparison map based on an engine torque-time relationship in which a theoretical angular acceleration line is determined in advance, and when the actual angular acceleration is larger than the theoretical angular acceleration, The rotational speed difference between the engine rotational speed and the theoretical engine rotational speed by the theoretical angular acceleration line is converted into an engine torque difference as a correction value, and the torque command at two different points in time with respect to the characteristics of the hydraulic pressure command value conversion map A starting clutch control device for a vehicle, wherein each of the values is corrected by offsetting the hydraulic command value in a direction to increase the engine torque difference by the engine torque difference. In the vehicle start clutch control device according to claim 2 or 3,
The clutch engagement force correcting means sets the theoretical angular acceleration lines of the angular acceleration comparison map and the engine performance comparison map on the assumption of a driving situation in which the engine speed is likely to increase. Control device. The start clutch control device for a vehicle according to any one of claims 1 to 4,
The start clutch control device for a vehicle according to claim 1, wherein the clutch engagement force correction means does not perform characteristic correction of the hydraulic pressure command value conversion map when a tire slip detection signal is received from an on-vehicle antilock brake system. The vehicle starting clutch control device according to any one of claims 1 to 5,
The starting clutch control device for a vehicle according to claim 1, wherein the starting clutch is a wet multi-plate clutch set as a starting element instead of a torque converter at a position between the engine and the continuously variable transmission.

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