JPH01224526A - Control device of hydraulic clutch - Google Patents

Abstract

PURPOSE:To control the transmission torque of a hydraulic clutch always precisely to a desired value by correcting the pressure controlling state of a pressure control valve based on a detected line oil pressure to control the fluctuating state of the clutch oil pressure. CONSTITUTION:Corresponding to a desired transmission torque of a hydraulic clutch MC installed between an engine MA and a non-stage transmission MB, a pressure control valve driving means MH controls a pressure control valve MF, controlling a line oil pressure MD and output a clutch oil pressure ME. The pressure controlling state of the pressure control valve MF is corrected by a clutch oil pressure correcting means MJ based on the detected value of an oil pressure detecting means MI. Thus, the transmission torque of the hydraulic clutch is controlled always precisely to the desired transmission torque, so that creep control, semi-clutch control, torque fluctuation control, and lockup control can be suitably conducted, resulting in improvements in operability and driving feeling of a wheel.

Description

Detailed Description of the Invention [Field of Industrial Application] The present invention relates to a clutch hydraulic system which is interposed between an engine and a hydraulically controlled continuously variable transmission, and which regulates the line hydraulic pressure of the continuously variable transmission. The present invention relates to a control device for a hydraulic clutch that controls transmission torque.

[Prior Art] Conventionally, the following technology has been disclosed as a technology for controlling the clutch oil pressure of a hydraulic clutch interposed between an engine and a hydraulically controlled continuously variable transmission.

■Technology for mechanically controlling the clutch oil pressure of a hydraulic clutch: Continuously variable transmissions control line oil pressure using a gear ratio control valve linked to the throttle and a relief valve for line oil pressure control. The hydraulic clutch that receives the line hydraulic pressure controls the clutch hydraulic pressure for controlling the transmission torque by a pressure reducing valve that reduces the line hydraulic pressure and a control valve that supplies the reduced hydraulic pressure to the clutch. 58-18547).

■Technology for all-electronic control of the technology in ■ above.2 Since the technology in ■ above is mechanical control, there is little input information for clutch control, and the clutch oil pressure is determined only by the throttle opening. However, there is a problem in that it is not possible to avoid shocks when the clutch starts to engage, when the clutch is partially engaged, or jerks when decelerating from a constant vehicle speed. That is, when the vehicle is stopped, the continuously variable transmission is basically shifted to the LOW side in consideration of the next start, and the clutch is disengaged to prevent the engine from stalling. At this time, when the driver releases the accelerator, he expects some engine braking and hopes for a smooth stop. In order to achieve this, it is necessary to slowly shift the continuously variable transmission toward the t-OW side while the clutch is engaged, and to disengage the clutch when a suitable deceleration is achieved. However,
In the case of sudden braking and sudden start, immediately shift the continuously variable transmission to L.
It is necessary to shift to the OW side and also quickly disengage the clutch. Therefore, simply determining the difference between the two requires the vehicle speed condition (output shaft rotation speed), vehicle deceleration, brake signal, etc. As can be seen from the above mechanical control, there is a lack of input information ports. , shock, etc. occur. Therefore, in order to solve this problem, for example, as disclosed in Japanese Patent Laid-Open No. 161224/1983, the transmission torque of the clutch is determined by referring to numerous operating conditions such as the accelerator switch, the accelerator opening, and the air conditioner switch. An electronically controlled system has been developed that determines the

■Additional technology to ■ or ■ above: The line oil pressure of the continuously variable transmission will be controlled based on the following equation (1).The line oil pressure control will reflect the operating conditions such as engine rotation speed and engine torque. and optimize the operating condition of the continuously variable transmission.

Pl = 1- (e+1>/e・1Tel 102- N
3 to out 2 + ・('l)Pl...1 to line pressure. 2, 3...Constant e...Speed ratio Te...Engine torque Nout...Output shaft rotational speed [Problem to be solved by the invention] However, in the above conventional technology, the continuously variable transmission When the line oil pressure P1 changes depending on the operating condition,
For the following reasons, the transmission torque of the hydraulic clutch is not accurately controlled to the target transmission torque, resulting in a problem in which the drivability and driving feeling at the time of starting are deteriorated. For example, in conventional technology, when starting, when the continuously variable transmission is gradually shifted from LOW and the clutch is controlled from half-latched to lock-up, fluctuations in the line oil pressure of the continuously variable transmission affect the clutch oil pressure, and the transmission Torque is not accurately controlled to the target value,
Smooth half-clutch control may not be possible. This means that if the pressure reducing valve that regulates the line oil pressure to the clutch oil pressure is ideal, the pressure regulation value Pct will be constant regardless of the source pressure.
(MPa>), but in reality the 10th
As shown in the figure, the solenoid current IS value is, for example, IO
Even if it is constant, it changes somewhat depending on the source pressure PI (line oil pressure of the continuously variable transmission). For example, when the source pressure P1 is 20 MPa, the pressure adjustment value pct is Pl, similarly PI=10→PCI=P2
.

P1=5→Pc1=P3. Therefore, by using the technique shown in (■) above, the line oil pressure P1 of the continuously variable transmission can be adjusted to (
1) When controlling as shown in equation 1), for example, when the accelerator is depressed and the engine torque Te increases, or when a shift is started and the speed ratio e changes, the line oil pressure P1
Since this is automatically controlled, a change in the line oil pressure P1 results in a change in the clutch oil pressure, which causes the transmitted torque to fluctuate, causing a problem in which half-clutch control becomes awkward.

An object of the present invention is to improve the drivability and driving feeling of a vehicle by appropriately controlling a hydraulic clutch by solving the above problems.

[Means for Solving the Problems] As a means for achieving the above object, the hydraulic clutch control device of the present invention includes an engine MA and a hydraulically controlled continuously variable transmission MB, as illustrated in FIG. A hydraulic clutch MC interposed between the hydraulic clutch MC and the line oil pressure MD supplied from the continuously variable transmission MS
A target clutch oil pressure that achieves the target transmission torque is calculated from a pressure control valve MF that regulates the clutch oil pressure ME that controls the transmission torque of the hydraulic clutch MC, and a target transmission torque of the hydraulic clutch MC. In the control device for a hydraulic clutch comprising a pressure control valve driving means MH that controls the pressure control valve MF so that the pressure control valve MF becomes hydraulic, the continuously variable transmission 11! A hydraulic pressure detecting means MI detects the line hydraulic pressure MD of MB, and a clutch based on the line hydraulic pressure MD is corrected by correcting the pressure regulating state of the pressure control valve M based on the line hydraulic pressure MD detected by the hydraulic pressure detecting means MI. 1. A control device for a hydraulic clutch, comprising: a clutch hydraulic pressure correcting means MJ for controlling a fluctuating state of a hydraulic pressure ME.

The pressure control valve MF is, for example, a current-controlled pressure reducing valve with a constant secondary pressure, or a switching pressure control valve that controls the duty ratio of the secondary pressure.

The oil pressure detection means MI is, for example, one that directly detects the line oil pressure or one that detects it from a control value of a solenoid valve that controls the line oil pressure.

Clutch oil pressure correction means MJ means, for example, line oil pressure MD.
When the current changes, the solenoid current or duty ratio is corrected. As a method for this correction, for example, when the line oil pressure MD changes, means for correcting the solenoid current so as to cancel out the change in the clutch oil pressure ME in response to this change, or means for correcting the duty ratio of the pressure control valve MF. Correcting means are used. The above-mentioned correction of the solenoid current or duty ratio may be performed by providing a current control circuit, or may be performed by controlling the current or hydraulic pressure control value of a computer or the like.

Function 1 The hydraulic clutch control device of the present invention is a hydraulic clutch MC interposed between an engine MA and a continuously variable transmission MB.
The pressure control valve driving means MH controls the pressure control valve MF in accordance with the target transmission torque.

The pressure control valve MF regulates the line oil pressure MD and outputs a clutch oil pressure ME for controlling the transmission torque of the hydraulic clutch MC. The pressure regulating state of the pressure control valve MF is corrected by the clutch oil pressure correction means MJ based on the detected value of the oil pressure detection means MI so that the fluctuating state of the clutch oil pressure ME becomes a predetermined state. As a result, for example, fluctuations in the line oil pressure MD of the continuously variable transmission BNMB are no longer output as changes in the clutch oil pressure ME. That is,
Even if the line oil pressure MD changes, the transmission torque of the hydraulic clutch MC is controlled to the target transmission torque and does not fluctuate.

Embodiment] Hereinafter, an embodiment of the present invention will be described in detail based on the drawings.

In FIG. 2, a vehicle engine 10 is connected to an input shaft 16 of a continuously variable transmission 14 via a hydraulic clutch 12 (detailed description will be made shortly). The input shaft 16 is provided with a variable pulley 22 whose groove width, that is, the diameter of the transmission belt 20 is changed by the hydraulic cylinder 18 . The output shaft 24 is provided with a variable pulley 28 whose groove width is changed by a hydraulic cylinder 26 . Therefore, the input shaft 16 (transmitted rotational force is transmitted to the variable pulleys 22 and 2
The output shaft 24 is connected to the output shaft 24 via a transmission belt 20 wrapped around
and is also transmitted to a subsequent sub-transmission (not shown). The sub-transmission includes a first sun gear, a second sun gear,
It is equipped with a Ravignaux-type compound planetary gear device consisting of a ring gear, etc., and the speed ratio e is switched by selectively operating a high-speed clutch, a low-speed brake, and a reverse brake by a hydraulic actuator (not shown). Alternatively, it is possible to switch between forward rotation and reverse rotation.

In the vicinity of the fixed pulley 30 that rotates together with the variable pulley 22 of the continuously variable transmission 14 and the fixed pulley 32 that rotates together with the pulley 28, pulse signals SP1 and SF3 having frequencies corresponding to the rotation speeds of these fixed pulleys 30, 9, and 32 are provided.
Input shaft rotation speed sensor 3B (38a) for outputting to the controller 34.

b) and an output shaft rotation speed sensor 40 (40a, b). The hydraulic circuit also includes an oil temperature sensor 41 for detecting the oil temperature Toi1 and outputting an oil temperature signal STO.
is provided.

A throttle valve 42 provided in the intake pipe of the engine 10, which is connected to the continuously variable transmission 14 via the hydraulic clutch 12, is opened and closed by operating an accelerator pebble 44. A throttle signal Sθ representing the throttle opening degree θ is supplied from the throttle sensor 46 to the controller 34. The engine 100 ignition circuit is provided with an engine rotation speed sensor 48, which supplies a rotation speed signal SNE representing the engine rotation speed Ne to the controller 34. The cooling water system is also provided with a water temperature sensor 49 that detects the cooling water temperature TW and outputs a cooling water temperature signal STW.

In this embodiment, a shift lever 50 is used as a switching device to shift 1, and an operation position sensor 52 that detects the operation position of the shift lever 50 sends a signal @SP indicating the shift operation position Psh of the shift lever 50. is supplied to the controller 34.

This shift lever 50 is mechanically associated with a manual valve in a hydraulic circuit for an auxiliary transmission (not shown).
Switch the auxiliary transmission to forward/reverse or low/high speed.

The hydraulic clutch 12 is connected to the crankshaft 60 of the engine 10 and the continuously variable transmission 14, as shown in the configuration diagram of FIG.
With the following configuration, the torque transmitted from the crankshaft 60 to the input shaft 16 is transmitted to the current-controlled pressure reducing valve 64 via the clutch oil passage 62.
It is controlled by clutch hydraulic pressure fed from the engine.

In particular, the hydraulic clutch 12 includes a clutch drum 70 supported by a flywheel 66 connected to the crankshaft 60 and a pilot bearing 68 interposed between the input shaft 16 and the crankshaft 60.
A gunpa 72 that is interposed between the flywheel 66 and the clutch drum 70 and acts as a buffer for torque fluctuations during rain, a clutch hub 74 that is spline-fitted to the input shaft 16, and the clutch hub 74 and the clutch drum 70. a clutch disc 7 consisting of a separator plate 76 interposed between the core plate and the lining;
8. A stationary piston 80 that receives clutch oil pressure fed through the clutch oil passage 62, a thrust bearing 81 interposed between the piston 80 and the separator plate 76, and a pressing force of the piston 80 via the bearing 81. a snap ring 82 for receiving the pressing force of the piston 80 via the clutch hub 74 on the input shaft 16; an oil pump drive shaft 86 located inside the input shaft 16; It is comprised of a clutch lubricating oil passage 88 formed within the pump drive shaft 86, a roller bearing 90 interposed between the input shaft 16 and the clutch drum 70, and the like.

Transmission torque of hydraulic clutch 12 and continuously variable transmission 14
line oil pressure, gear ratio γ (=1/speed ratio e)? A hydraulic circuit 100 for controlling the hydraulic pressure circuit 7 is configured as shown in FIGS. 2, 4, and 5.

As shown in FIG. 4, the hydraulic circuit 100 includes an engine 10
The discharge pressure of the oil pump 102, which is driven by
input sheave pressure pin supplied to the hydraulic cylinder 18 of No. 6;
It outputs the output sheep pressure Pout supplied to the hydraulic cylinder 26 of the output shaft 24 and the clutch oil pressure (pressure adjustment value) Pct applied to the stationary piston 80 of the hydraulic clutch 12, and also outputs various pressures by draining from the electromagnetic relief valve 104. It provides lubrication. That is, the line oil pressure P1 is pumped into the oil tank 10 by the oil pump 102.
The discharge pressure of the oil pumped out from the valve 6 and supplied through the check valve 108 is controlled by the electromagnetic relief valve 104, which controls the relief pressure by the controller 34, and is output. The output sheep pressure pout is directly applied to the line oil pressure PI. Input sheave pressure Pin
The line oil pressure P1 is supplied through a fixed throttle 110 with its flow rate controlled by a flow 1 control valve 112 comprising an N magnetic three-position valve whose valve position is controlled by a controller 34. That is, the line oil pressure P1 is supplied by being controlled by the flow control valve 112 to switch between directly applying the line oil pressure to the hydraulic cylinder 18 or draining it through the fixed throttle 114.

The clutch oil pressure Pcl is obtained by reducing the line oil pressure P1 by a current-controlled pressure reducing valve 64 whose secondary side pressure is controlled by the controller 34. Further, the line hydraulic pressure P1 absorbs sudden changes in the line hydraulic pressure by an accumulator 118 disposed in this line hydraulic system.
The clutch oil pressure P1 obtained by reducing the line oil pressure P1 is used to absorb surges and the like by the accumulator 118. In other words, the clutch oil pressure Pcl is the one in which sudden changes in oil pressure occurring in the line oil pressure P1 system are suppressed as much as possible, and the transmission torque TC+ controlled by this oil pressure Pct is controlled by other elements of the line oil pressure system, such as continuously variable transmission. ! This eliminates the influence of surges and the like associated with control of A14 and the like. The current-controlled pressure reducing valve 64 that reduces the pressure of the line oil pressure P1 to the clutch oil pressure Pct is controlled by the current (solenoid current) IS flowing to the solenoid 120 of this valve 116 and the primary line oil pressure (source pressure) PI, As shown in the figure, the latch oil pressure (pressure adjustment value) has a pcl characteristic. In other words, by controlling the solenoid current ■s, 0 (kg/Cm2
) to the maximum line oil pressure can be obtained.

Various types of lubrication 1-ub performed by the drain of the electromagnetic relief valve 104 are performed by a check valve 1 provided at the drain of the valve 104.
22 minute pressure (for example, 1 to 2 kQ/Cm2 >
This is done by using a lubricant, and as shown in Figure 5, lubricating oil is supplied to each part. That is, continuously variable transmission 14
The orifice 12 is connected to the transmission belt 20 and the gear (not shown).
TM lubricant is supplied through an oil cooler 128 and an orifice '130 in series to the hydraulic clutch 12 that requires the maximum flow rate.

The above engine 10. Hydraulic clutch 12. Various signals are input from each sensor of the continuously variable transmission 14, etc., and the current-controlled pressure reducing valve 64° of the hydraulic circuit 100 and the electromagnetic relief valve 104
．． A controller 3 that controls the flow rate control valve 112, etc.
As shown in FIG. 2, 4 has a well-known microcomputer as its main configuration, and has the configuration shown below.

■Buffer 11 that inputs signals output from various sensors
40 to 147°■ Buffers 1140 to 147 input signals directly, or waveform shaping circuits 150 to 152° or A/D
Input port 1600 that receives input via converters 155 to 157 ■ Well-known CPU 161. ROM162. A well-known microcomputer configured with RAM 163 and the like.

■Output port 165° for outputting the calculation results by the CPU 161■Solenoid valve drive unit 167 to 169° that drives the 8 valves 64, 104°112 of the hydraulic circuit 100 based on the data output from the output port 165■ Clock circuit 170. Peripheral devices such as the power supply unit 171.

The controller 34 having the above configuration is based on the program and data stored in the ROM 162 in advance.
According to the signal data input from each sensor etc., the transmission torque Te1 (clutch oil pressure pCl) of the hydraulic clutch 12, the speed ratio e of the continuously variable transmission 14, the line oil pressure P1, etc. control.

Next, the control of the first embodiment of the present invention will be explained based on the flowcharts of the programs shown in FIGS. 6 and 7, which are repeatedly executed in the controller 34 at predetermined time intervals (for example, every 8 mS). When this routine is called, it first reads the shift operation position @PSh@ based on the shift operation position signal SP, and checks whether the actual operation position of the shift lever 50 is in the D range, neutral, or a position other than parking. A determination is made (step 200). If it is determined that it is in the D range, the difference between the engine rotation speed Ne based on the rotation speed signal SNE and the rotation speed Nin of the input shaft 16 based on the pulse signal @SPI is less than a predetermined value δ (here, 5 Orpm). It is determined whether there is one (step 210). The difference between both rotational speeds lNe-Nin1 is a predetermined value δ
If it is determined that the above is the case, that is, if the hydraulic clutch 12 is slipping, it is determined based on the throttle signal Sθ whether the throttle valve 42 is fully closed (throttle opening degree θ is rOJ) or not. (Step 220). If the throttle valve 42 is open, then the following start control is executed (step 230).First, the ROM is
An engine torque data map (not shown) is selected from a plurality of data maps stored in the data map 62, and the current engine torque Te corresponding to the engine speed Ne and the throttle opening θ is read from the data map. Next, data corresponding to the current throttle opening θ is read from a data map based on N characteristics of target rotational speed (not shown) and feedback gain (not shown) stored in advance in the ROM 62 of the controller 34. The target meat rotation 1" read here is small even if the f-throttle degree θ is small, but increases as the opening degree θ increases. Also, the feedback gain of 1 means that, for example, the throttle It increases as the opening degree θ increases, and the engine speed Ne
This is to optimally control the rise characteristics and the convergence characteristics to the target meeting rotation speed N*.

After reading 1 into the target meeting rotation speed N* and the feedback gain, the transmission torque TC+ of the hydraulic clutch 12 is then calculated by calculating the following equation (2).

1 for Te1=Te+ (Ne-N*> ・ (2>TC
+...Transmission torque Te...1 for engine torque...Feedback gain Ne...Engine rotation speed N*...Target meet rotation speed (input side rotation speed) set according to throttle opening (Target rotational speed when making them almost the same) Through steps 200 to 230 described above, the transmission torque TC+ of the hydraulic clutch 12 is adjusted to the target rotational speed diagram * by a routine to be described later. It is controlled according to the feedback gain. As a result, when the throttle opening degree θ starts to increase, the engine rotation speed Ne quickly reaches the target rotation speed N*, and the transmission torque TC1 increases in a short time.

By executing steps 200 to 230 and the routine described later, the vehicle speed V increases, and the hydraulic clutch 12 increases.
If the slip becomes less than the predetermined value 6, that is, if it is determined in step 210 that 1Ne-N1n1<δ, then the rotational speed Nin of the input shaft 16 is less than the predetermined value α (here, for example, 9oorpm>). Step 240). If the rotational speed Nin of the input shaft 16 is equal to or greater than the predetermined value α, the transmission torque Tel is set to the maximum value (step 250). As a result, the engagement of the clutch 12 is completed through the steps described below.

In the fully engaged state of the hydraulic clutch 12, when the vehicle speed V decreases and it is determined in step 240 that N in < α, that is, when the input shaft 16 is lower than the rotational speed α which is smaller than the idle rotational speed of the engine. rotation speed Nin
When , the process moves to step 220 described above. If it is determined that the throttle is open, the hydraulic clutch 12 is controlled to be a half-clutch in subsequent steps such as step 230, while if it is determined that the throttle is fully closed, Assuming that the vehicle is coasting or stopped, the transmission torque TCI is set to "0" (step 260), and the hydraulic clutch 12 is set to "0".
Perform the process to turn it off.

After calculating the transmission torque TCI of the hydraulic clutch 12 in steps 200 to 260, the required clutch oil pressure pct corresponding to the transmission torque TC+ is calculated based on the following equation (3) (step 270).

pcl=α・TCI (3) α...Constant The above constant α is calculated based on the relationship of equation (4) below.

T'cl=μ・5-Pc1-n-(D23-Dl 3
)/3 (D22-DI2>...(4)μ
... Lining friction coefficient S ... Piston pressure receiving area n ... Number of linings D2 ... Lining outer diameter (diameter) Dl ... Lining inner diameter (diameter) After calculating the above required clutch oil pressure Pcl, calculate the following: Then, the solenoid current IS of the current-controlled pressure reducing valve 64 is shut off (step 280). In this process, as shown in FIG. 7, first, the line oil pressure P1 is read from the line pressure control value PL calculated in a step described later (step 290).

Note that the line oil pressure P1 may be read from the control value PL, but as shown in FIG. 2, an oil pressure sensor 190 may be provided in the line oil pressure system to directly detect the actual line oil pressure P1. After reading the line oil pressure P1, the clutch oil pressure shown in FIG. 8 is a two-dimensional map of the pressure regulation value Pcl characteristics shown in FIG. 10 based on the next calculated clutch oil pressure Pct and the read line oil pressure P1. A solenoid current IS corresponding to the current operating state is calculated by map interpolation according to the Pct/line oil pressure P and solenoid current IS characteristics (step 300).

After calculating the solenoid current IS, step 31 in FIG.
0, line hydraulic pressure control and speed ratio control of the continuously variable transmission 14 are executed as shown below.

(a) A flow rate valve control value VC is calculated based on the following equation (5), and the flow rate control valve 112 is controlled using the value vC.

VC4-2 (Nin-Nin*)/Nin・(5)
VC...Flow ω valve control value 2...Constant Nin...Rotation speed of input shaft 16 Nin*...Target rotation speed (b) Based on the following formula (6), line pressure control value PL
is calculated, and based on the value P[, the electromagnetic relief valve 104 is controlled to control the line oil pressure.

PL ← to 3 ・(ITel e+1 >/e- to 4-N20tJt+ΔP-(6) PL...Line pressure control value 1Tel...Absolute value of engine torque e...
Speed ratio (=1/speed ratio γ) K3. 4...constant Nout...rotation speed ΔP of output shaft 24...
After calculating the predetermined line pressure by the above steps 280 to 310, the solenoid current IS, the credit valve control value VC, and the line pressure control value PL@, these values are applied to the current-controlled pressure reduction via the electromagnetic valve drive units 167 to 169. It outputs to the valve 64, flow control valve 112, and electromagnetic relief valve 104. As a result, continuously variable transmission 1
4, the speed ratio e (=1/speed ratio γ) becomes the speed ratio e given from a routine (not shown) as a target, and the line oil pressure P! is in a state where fuel efficiency and durability are kept good, and the transmission torque Tel of the hydraulic clutch 12 improves driveability.

This means that you can always accurately control the state that provides the best driving feeling.

As described above, in the first embodiment, even if the line oil pressure P1, which is the source pressure of the hydraulic clutch 12, fluctuates due to factors such as the operating condition,
Always clutch transmission torque Te1 (clutch oil pressure Pc1
) is controlled to a desired and suitable state, so that the hydraulic clutch 12, for example, creep control, half-clutch control, torque fluctuation absorption control, lock-up control, etc. can always be appropriately executed. Therefore, the driving feeling and drivability of the vehicle.

It has the extremely excellent effect of improving both durability and fuel efficiency.

Next, a second embodiment will be described based on the hydraulic circuit control routine shown in FIG. In addition, in the routine of Fig. 9,
Components similar to those in the first embodiment shown in FIG. 6 are given the same step numbers, and detailed explanations will be omitted.

■When it is determined in steps 200 to 220 that it is the case to perform start control, etc., that is, to perform half-clutch control: Step 3 of the first embodiment
After step 225) to fix the line pressure control value PL to the maximum (constant max) as described in 10, the transmission torque TCI control of step 230 described above is executed. As a result, while the hydraulic clutch 12 is in the half-clutch state, the line oil pressure P1 is fixed at a predetermined value (in this case, the maximum value), and the influence of the line oil pressure P1 is eliminated from the transmission torque Tel control.

■When it is determined that the engagement of the hydraulic clutch 12 is completed in steps 200, 210, and 240: First, in step 310, the line pressure P (control is do it (
Step 245).

Next, the clutch transmission torque Tel is fixed at the maximum value (
Tcl←max> (step 250>), whereby normal optimal control of the continuously variable transmission 14 is executed.

■Step 200. Or, in step 220, if it is determined that it is time to set the transmission torque Tel of the hydraulic clutch 12 to "0" (when executing step 260): In preparation for the half-clutch control in step 230 later, the line pressure control value PL is Control is performed to preliminarily fix PL+-max to the maximum (constant PL+-max) (step 255).

After the line pressure control value PL is instructed or the clutch oil pressure Pct is calculated from the clutch transmission torque TCI by executing steps 200 to 2601 and 270, next, according to the clutch oil pressure pct,
The source pressure (not shown) (solenoid current) S is calculated by map interpolation based on the solenoid current Is/clutch oil pressure Pal characteristic map when the line oil pressure PI> is the maximum value (step 275).

After calculating the solenoid current Is, optimal control of the hydraulic clutch 12 and continuously variable transmission 14 is performed in steps 310 and 320 described above.

As described above, in the second embodiment, as in the first embodiment, the influence of the line oil pressure P1 is eliminated from the clutch transmission torque TCI control, so in addition to the fact that the transmission torque Tel control is always maintained at the desired state. Therefore, in this embodiment, the solenoid current IS calculation map is only for the maximum line oil pressure P1, and excellent effects such as a reduction in storage capacity and an improvement in processing speed are achieved. Moreover, a hydraulic clutch 12 and a continuously variable transmission 1
4 operate while eliminating mutual influence,
Control accuracy is improved as a result.

It should be noted that the present invention is not limited to the above-mentioned embodiments, but can be implemented in various forms without changing the gist of the present invention, such as the configuration of a continuously variable transmission or a hydraulic clutch. Furthermore, a duty ratio-controlled pressure-reducing valve may be used instead of the current-controlled pressure-reducing valve.

[Effects of the Invention] Since the hydraulic clutch control device of the present invention controls the clutch oil pressure in consideration of the influence of the line oil pressure, it is possible to control the clutch oil pressure by taking into account the influence of the line oil pressure. Also, the clutch oil pressure is accurately controlled to the desired target transmission torque state. Therefore, since the transmission torque of the hydraulic clutch is always accurately controlled to the target transmission torque, creep control, half-clutch control, torque fluctuation absorption control, lock-up control, etc. can be performed appropriately, and the vehicle operation can be performed properly. It has an extremely excellent effect of improving performance, driving performance, durability, fuel efficiency, etc.

[Brief explanation of the drawing]

Figure 1 is a configuration diagram illustrating the basic development of the present invention, Figure 2 is a configuration diagram of an embodiment of the invention, Figure 3 is a configuration diagram of the hydraulic clutch, and Figure 4 is the configuration of the hydraulic circuit. 5 is a configuration diagram of the hydraulic circuit, FIG. 6 is a flowchart of the hydraulic circuit control routine of the first embodiment, FIG. 7 is a flowchart of the routine for determining the pressure reducing valve solenoid current Is, and FIG. 8 is the flowchart of the routine for determining the pressure reducing valve solenoid current Is. FIG. 9 is a graph showing the control characteristics of the solenoid current. FIG. 9 is a flowchart of the hydraulic circuit control routine of the second embodiment. FIG. 10 is a graph showing the characteristics of the solenoid current and the clutch pressure regulation value. MA...Engine, MB...Continuously variable transmission, MC...
・Hydraulic clutch, MD...Line hydraulic, ME...
Clutch oil pressure, MF...pressure control valve, MH...pressure control valve driving means, Ml...oil pressure detection means, MJ...
Clutch oil pressure correction means, 10...engine, 12...
・Hydraulic clutch, 14...Continuously variable transmission, 34...
Controller, 64...Current-controlled pressure reducing valve, 100.
...Hydraulic circuit, 104...Solenoid relief valve, 112.
...Flow rate control valve, 190... Hydraulic sensor representative Patent attorney Tsutomu Sadatsu (and 2 others) Figure 1 Target transmission torque Figure 5 Figure 6 Figure 7 Figure 8 Soshinoid electric seal 9 Is No. 10 Figure solenoid current IS

Claims (1)

[Claims] A hydraulic clutch interposed between the engine and a hydraulically controlled continuously variable transmission, and a line hydraulic pressure supplied from the continuously variable transmission to control the transmission torque of the hydraulic clutch. a pressure control valve that adjusts the clutch oil pressure to the desired clutch oil pressure; and a pressure control valve that calculates a target clutch oil pressure that achieves the target transmission torque from the target transmission torque of the hydraulic clutch, and adjusts the clutch oil pressure to the target clutch oil pressure. A hydraulic clutch control device comprising: a pressure control valve driving means for controlling a pressure control valve driving means for controlling a pressure control valve; A control device for a hydraulic clutch, comprising a clutch hydraulic pressure correcting means for controlling a fluctuating state of clutch hydraulic pressure caused by the line hydraulic pressure by correcting a pressure regulating state of a valve.