JPH03277865A - Tightening force controller for fluid coupling - Google Patents

Abstract

PURPOSE:To secure acceleration performance to the degree of acceleration demand of a driver at acceleration operation, by detecting the acceleration degree and varying the tightening force of a lock-up mechanism according to the acceleration degree. CONSTITUTION:As for a tightening force controller for a fluid coupling which is equipped with a lock-up mechanism 13 for tightening and releasing the connection between the input shaft and the output shaft of a fluid coupling and a control means 37 for controlling the tightening force to a set value, an acceleration detecting means 38 for detecting the acceleration operation of a vehicle and an acceleration degree detecting means 39 for detecting the acceleration degree of the vehicle are installed. Further, a tightening force varying means 40 for weakening the tightening force of the lock-up mechanism 13 which is controlled by the control means 37 according to the acceleration degree in acceleration operation is installed. Since the accelerating speed of the vehicle is larger, the tightening force of the lock-up mechanism 13 which is controlled by the control means 37 is changed to the weaker value, and the torque boosting action of the fluid coupling is developed more as the acceleration demand of a driver is stronger.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an improvement in a fastening force control device for a fluid coupling, which includes a lockup mechanism and uses the lockup mechanism to control the fastening force of the fluid coupling.

(Prior art) Conventionally, as a fastening force control device for this type of fluid coupling,
For example, as disclosed in Japanese Unexamined Patent Publication No. 159466/1983, when controlling a lock-up mechanism from a completely open state to a completely engaged state (lock-up control), the duty rate of the control is gradually increased. By tightening the mechanism loosely to reduce shock, and by setting the duty control time constant to a smaller value as the engine intake negative pressure increases, the time it takes to complete tightening can be adjusted to suit the driving load. There is a known method in which the value is kept constant regardless of the condition.

(Problem to be Solved by the Invention) However, in the conventional method described above, since the time required to complete the engagement is always constant, the lock-up mechanism is first controlled to a completely open state like at the start of acceleration operation, and then the lock-up mechanism is Even if the torque multiplication effect of the converter is exerted, the acceleration may still be large at the point where the lock-up mechanism has completed engagement, and the acceleration operation may be continuing.In such cases, the torque multiplication effect is not effectively exhibited, resulting in the disadvantage that good acceleration performance cannot be obtained.

The present invention has been made in view of the above, and its purpose is to control the lock-up mechanism to a set tightening force value such as a fully engaged state or a state with a predetermined slippage, and the purpose of the present invention is to control the lock-up mechanism to a set tightening force value such as a fully engaged state or a state with a predetermined slippage. To obtain acceleration performance that matches the degree of acceleration request of a driver by changing the degree of torque multiplication of a torque converter according to the degree of acceleration.

(Means for Solving the Problems) In order to achieve the above object, in the present invention, during acceleration operation, the degree of acceleration is detected, and the fastening force of the lock-up mechanism is changed according to the degree of acceleration.

In other words, the specific solution of the present invention, as shown in FIG. The present invention is directed to a fastening force control device for a fluid coupling, which includes a control means 37 for controlling. Acceleration detecting means 38 detects when the vehicle is being accelerated; acceleration detecting means 39 detects the degree of acceleration of the vehicle; and both detecting means 38
A fastening force changing means is provided which receives the output of .degree. 39 and weakens the fastening force of the lock-up mechanism 13 controlled by the control means 37 during acceleration operation according to the degree of acceleration.

(Function) With the above configuration, in the present invention, when acceleration of the vehicle is detected, the greater the degree of acceleration, the weaker the fastening force of the lockup device M13 controlled by the control means 37 is changed. The stronger the driver's acceleration request, the stronger the torque multiplication effect of the fluid coupling.

(Effects of the Invention) As explained above, according to the fluid coupling force control device of the present invention, when acceleration operation is detected, the greater the degree of acceleration, the greater the weakening of the engagement force of the lockup mechanism. The larger the ratio, the stronger and longer the torque multiplication effect of the fluid coupling can be exerted, making it possible to exhibit acceleration performance that matches the degree of acceleration request of the driver, and improving the acceleration feeling given to the driver. You can improve your performance.

(Example) Hereinafter, an example of the present invention will be described based on the drawings from FIG. 2 onwards.

In FIG. 2, 1 is an engine having four cylinders 2..., 3 is a branch intake passage 3a communicating with each cylinder 2..., and a collective intake passage 3 that collects these.
b is an intake passage, and 4 is an exhaust passage which branches to and communicates with each cylinder 2 . A throttle valve 6 for adjusting the amount of intake air is provided in the collective intake passage 3b of the intake passage 3.
are arranged, and each branch intake passage 3a...
A fuel injection valve 7... is arranged.

Reference numeral 10 denotes an automatic transmission, and the automatic transmission 10 includes a torque converter (fluid coupling) 11 connected to the output shaft 1a of the engine 1, and a transmission mechanism 12 with, for example, four forward speeds and one reverse speed. It is made up of. The torque converter 11 includes a pump l connected to the engine output shaft 1a.
1a, a stator 11b, a turbine LLC, and a one-way clutch lid for preventing the stator 11b from rotating in the opposite direction to the turbine LLC, and the turbine 11C is connected to the transmission mechanism 12 via the converter output shaft 11e. has been done.

A lock-up mechanism 1 is provided in front of the torque converter 11 to connect and release the engine output shaft 1a (that is, the converter input shaft) and the converter output shaft 11e.
3 is provided.

Further, 15 is the transmission mechanism 12 and the lock-up mechanism 1.
The hydraulic circuit section 15 has five control solenoid valves 5OLI-5OL5 and a duty solenoid valve 5OLO for controlling the lock-up mechanism 13.

Furthermore, 17 is a controller for controlling the six electromagnetic valves 5OLl-8OLO, and the controller 17 includes an opening sensor 20 for detecting the opening of the throttle valve 6.
A vehicle speed sensor 21, an air flow sensor 22 that detects the amount of intake air, an engine rotation speed sensor 23, a turbine rotation speed sensor 24 that detects the rotation speed of the turbine 11C of the torque converter 11, and a selection lever 10a of the automatic transmission 10.
Detection signals from a range position sensor 25 that detects the range position of the vehicle and an accelerator depression amount sensor 26 that detects the amount of depression of the accelerator pedal are input.

Then, the controller 17 controls the fuel injection valves 7 to inject the amount of fuel according to the amount of intake air, and determines that the deceleration operation is in progress based on the throttle valve opening and the engine speed. Sometimes, the fuel injection valve 7...
・Stop control (cut control) of fuel injection from. The controller 17 also includes a lock-up solenoid valve 5OL6.
The lock-up mechanism 13 is controlled to a completely open state and a completely engaged state, and the lock-up solenoid valve 5
By duty-controlling the OLO, the tightening force of the lock-up mechanism 13 is controlled so that the rotational speed difference between the input and output shafts 1a and 11e of the torque converter 11 is controlled to a target value (hereinafter, this control is referred to as slip control). ).

Next, a hydraulic control circuit for duty-controlling the fastening force of the lock-up mechanism 13 is shown in FIG.

In the same figure, the lock-up mechanism 13 is urged in the tightening direction (to the right in the figure) by the hydraulic pressure of the coupling-side hydraulic chamber 13a formed at the rear thereof, and conversely, the lock-up mechanism 13 is urged by the hydraulic pressure of the opening-side hydraulic chamber 13b formed at the front. It is urged in the opening direction by.

In addition, in the hydraulic control circuit A, 28 is an oil pump;
29 is a pressure reducing valve that reduces the pressure of the oil discharged from the oil pump 28, and 30 is a lock-up control valve that adjusts the supply of oil to the lock-up mechanism 13. The lock-up control valve 30 includes a spool 30a that slides from side to side in the figure in an internal space, and a spool 30a that slides from side to side in the figure.
and a spring 30b that urges it to the right in the figure. The line pressure supply boat 30c also includes a line pressure introduction boat 30c into which line pressure is introduced, and a line pressure supply boat 30d communicating with the introduction boat 30C and supplying line pressure.
d is the engagement side hydraulic chamber 13a of the lock-up mechanism 13;
is connected to.

Further, a pressure regulating port 30e and a tank boat 30f are connected to the open side hydraulic chamber 13b of the lock-up mechanism 13.
The hydraulic pressure P1 of the pressure regulating boat 30e is connected to the hydraulic passage 3.
- Acts on the left end of the spool 30a via 1. Further, oil from a pressure reducing valve 29 is supplied to the right end of the spool 30a in the figure via a hydraulic passage 32, and a tank 34 is connected to the hydraulic passage 32 via a tank passage 33. A duty solenoid valve 5OL6 that opens and closes the tank passage 33 is interposed in the middle of the tank passage 33.

The duty solenoid valve 5OL6 has a duty ratio of 1.
When the duty ratio is 00%, the tank passage 33 is always communicated, and when it is 0%, it is always closed. It has a function to adjust the hydraulic pressure PO to the hydraulic pressure according to the duty rate. The hydraulic pressure acting on the right end of the spool (hydraulic pressure Po of the hydraulic passage 32) and the hydraulic pressure acting on the left end (hydraulic pressure P1 of the pressure regulating port 30e + spring 3
The spool 30a is moved left and right depending on the magnitude of the biasing force SP) of the pressure regulating port 30e, and the pressure regulating port 30e is alternately communicated with the line pressure introduction port 30C and the tank boat 30f, and finally the hydraulic pressure of the pressure regulating port 30e is P1 (that is, the opening hydraulic pressure of the lock-up mechanism 13) is converted into the hydraulic pressure Po' (
The locking force of the lock-up mechanism 13 is adjusted as hydraulic pressure according to the duty rate. Therefore, when the duty rate is -100%, the action of the release hydraulic pressure is released and the lock-up mechanism 13 is engaged with the maximum tightening force, and as the duty rate gradually decreases, the tightening force gradually decreases, and the duty rate - In the case of 0%, the lock-up mechanism 13 is opened by setting the release oil pressure to the maximum value.

Next, the fastening force control of the lock-up mechanism 13 by the controller 17 will be explained based on the control flow shown in FIG.

After starting, in step S1, the accelerator depression amount sensor 2
Based on the output of 6, the current accelerator pedal change speed cN
? After calculating /dt, it is determined in step S2 whether the driving state of the vehicle is in a preset area where slip via should be performed (slip area), and if it is not in the slip area, only in step S3, In step S8, the duty rate is set to -0% and the lock-up mechanism 13 is controlled to a completely open state.

On the other hand, if it is in the slip region, the accelerator pedal change speed dθ/dt is compared with the set value corresponding to the acceleration operation in step S4, and if it is less than the set value, the accelerator pedal change rate dθ/dt is compared with the set value corresponding to the acceleration operation. It is determined that there is, and step Ss
The value of the acceleration flag F is determined in step S6, and during steady operation of F-0, the lock-up mechanism 13 is engaged by the duty electromagnetic valve 5OLO so as to slip-control the rotational speed difference between the input shafts of the torque converter 11 to the set value. The force is feedback-controlled, and then, in steps S7 and S8, an acceleration flag and set times (described later) to and tl are set to initial values of zero.

On the other hand, when the acceleration operation is started with dθ/dt > the set value in step S4, the set time tc for controlling the lock-up mechanism 13 to the completely open state is set as shown in FIG. 7, and then the control duty is The set time tf for changing the rate by minute values is determined by changing the rate of change of the accelerator pedal dθ/dt as shown in FIGS. 5 and 6, respectively.
The larger the time, the longer the time values tc and tf are set. After setting the acceleration flag F to F-1 in step 810, the time to for controlling the lock-up mechanism 13 to the completely open state is measured by adding Δ by the time in step S12. The time 0 is compared with the set time tc obtained in FIG.
%, the lock-up mechanism 13 is controlled to a completely open state.

Then, when the set time tc has elapsed, step S
14 and the subsequent elapsed time 1. The time is measured by adding each minute time Δt, and the time 1. When the setting obtained in step SIS in Fig. 6 above (compared with ts"jtf, 11≦
Before the elapse of tf, the control duty rate is gradually increased by adding a minute value ΔD in step S16, and t+>
When tf has elapsed, step S6 is performed for the first time at this point.
Then, the tightening force of the lock-up mechanism 13 is feedback-controlled by the duty solenoid valve 5OLO so as to slip-control the rotation speed difference between the input shafts of the torque converter 11 to a set value.

Therefore, the above ′! In the control flow in Figure A4, step S2. Through S5 and S6, the control means 37 is configured to control the fastening force of the lock-up mechanism 13 to a set fastening force ff1fo corresponding to the situation where the difference in rotational speed between the input and output shafts of the torque converter 11 is a set value. It consists of Further, step S4 of the same control flow constitutes an acceleration detection means 38 that detects the accelerating operation of the vehicle based on the rate of change dθ/dt of the accelerator pedal, and step S1 configures the rate of change dθ of the accelerator pedal.
/dt constitutes an acceleration detection means 39 for detecting the acceleration of the vehicle. Furthermore, step 89 ~ SI
6 receives the outputs of both the acceleration detecting means 38 and the acceleration degree detecting means 39, and sets the set times tc and tf corresponding to the degree of acceleration during acceleration operation based on the maps shown in FIGS. 5 and 6. The time t1 required to control the lock-up mechanism 13 to a completely open state and the time t1 required to gradually increase the tightening force of the lock-up mechanism 13 to reach the set value fO by increasing the duty rate are determined by increasing the acceleration as the degree of acceleration increases. It is made longer to constitute a fastening force changing means 40 that weakens the fastening force of the lockup mechanism 13 controlled by the control means 37.

Therefore, in the above embodiment, as shown in FIG. 7, when the rate of change dθ/dt of the accelerator pedal increases and acceleration operation is detected at point X in the figure, the lock-up mechanism 13 immediately is controlled to a completely open state, and this open state continues for a set time [C]. After that, the tightening force of the lock-up mechanism 13 is gradually increased during the set time tf, and the torque converter 11 is opened for the first time after that time has elapsed. The fastening force of the lock-up mechanism 13 is feedback-controlled so that the rotation speed difference between the input and output shafts becomes the set rotation speed.

At this time, when the driver depresses the accelerator pedal greatly to request sudden acceleration, the set time tc for controlling the lock-up mechanism 13 to the completely open state is determined based on the rate of change of the accelerator pedal dθ/ In a situation where dt is large, that is, the acceleration is large and acceleration operation continues for a long time, the time is set to a long time, so that the torque multiplication effect of the torque converter 11 is exerted for a long period of time, meeting the driver's acceleration request. do.

Moreover, when setting the duty D to gradually increase, 1'tf
itf is the change speed d of the accelerator pedal based on FIG.
Since the larger θ/dt is set to a longer time, the larger the acceleration, the more gradually the tightening force of the lock-up mechanism 13 can be increased, allowing a smooth transition to slip control.

In the above embodiment, the control means 37 is one that performs feedback control on the fastening force of the lock-up mechanism 13 so as to maintain the rotational speed difference between the input and output shafts of the torque converter 11 at a set value. Needless to say, the lock-up mechanism 13 may be configured to control the lock-up mechanism 13 to a completely engaged state.

Further, in the above embodiment, the lock-up mechanism 13 is controlled to be in the open state during the set time tc, but in addition, the lock-up mechanism 13 is controlled to be in an open state in accordance with the rate of change of the accelerator pedal, and as the rate of change becomes larger, the tightening force is decreased. It's okay.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the configuration of the present invention. 2 to 7 show embodiments of the present invention, FIG. 2 is an overall configuration diagram, FIG. 3 is a hydraulic circuit diagram for controlling the fastening force of the lock-up mechanism, and FIG. 4 is a fastening of the lock-up mechanism. Flowcharts showing force control, FIGS. 5 and 6, respectively show the set time tc and the change speed of the accelerator pedal.
A diagram showing the tf characteristics, and FIG. 7 is an explanatory diagram of the operation. DESCRIPTION OF SYMBOLS 1... Engine, 1a... Converter input shaft (engine output shaft), 11... Torque converter (fluid coupling), 11e... Converter output shaft (output shaft), 13.
... Lockup mechanism, 17 ... Controller, 26
...Accelerator depression amount sensor, 30...Lock-up control valve, 5OL6...Duty solenoid valve, 37.
...control means, 38.. acceleration detection means, 39.. acceleration degree detection means, 40.. change means.

Claims (1)

[Claims] (1) A fastening force control device for a fluid coupling, comprising a lockup mechanism that engages and releases an input shaft and an output shaft of a fluid coupling, and a control means that controls the fastening force of the lockup mechanism to a set value. an acceleration detecting means for detecting when the vehicle is being accelerated; and an acceleration detecting means for detecting the degree of acceleration of the vehicle. A fastening force control device for a fluid coupling, comprising: fastening force changing means for weakening the fastening force of a controlled lockup mechanism.