JPH0874892A - Starting clutch controller - Google Patents

Abstract

PURPOSE: To enable any fluctuation of clutch pressure to be absorbed by making feed-back control, so that clutch pressure may reach its target value, while the clutch pressure in which master pressure produced from the oil pressure of an oil pump being divided, and control to increase the control gain of the clutch pressure until the master pressure is increased when starting operation is executed. CONSTITUTION: A starting clutch controller 6 and a control means 8 are provided to a transmission 4. A driven pulley 18 is provided to a driven shaft 34 arranged in parallel to a driving shaft 22, and an oil pressure type starting clutch 46 is provided on the other end side of the driven shaft 34. Torque capacity is adjusted by oil pressure of clutch pressure supplied to a clutch pressure chamber 48, and transmission of driving force to an output shaft 50 is intermitted to the driven shaft 34. The control means 8 of the starting clutch 6 controls to feed back the clutch pressure by signals of sensors 72-90 so that the clutch pressure supplied to the starting clutch 6 reaches its target value, and controls to increase the control gain of the clutch pressure until line pressure which is master pressure is increased so as to reach a predetermined value when starting operation is executed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a starting clutch control device, and more particularly, it is possible to reduce the fluctuation of the clutch pressure due to the sudden change of the source pressure immediately after the starting operation of the vehicle and prevent the fluctuation of the torque capacity of the starting clutch. It ’s possible to reduce the starting shock,
The present invention relates to a start clutch control device that can realize a smooth start and can cope with a change in a program without causing an increase in cost.

[0002]

2. Description of the Related Art An engine mounted on a vehicle has a transmission connected to a desired conversion of torque and rotational speed, and a start clutch capable of adjusting a torque capacity is connected to the transmission. is there. As the starting clutch,
Some are connected to the output side of a continuously variable transmission, and the torque capacity is adjusted by hydraulic pressure according to the driving operation and the traveling state.

As a control method for a starting clutch which is capable of adjusting the torque capacity connected to the transmission, there is disclosed in Japanese Patent Laid-Open No. 64-64-
There is one disclosed in Japanese Patent No. 44338. The clutch control method disclosed in this publication controls a clutch connected to a continuously variable transmission in which a belt is wound around a driving pulley and a driven pulley by hydraulic pressure of clutch pressure.
By controlling the clutch pressure according to the operating state when the engine speed is less than the predetermined value, the vehicle speed is less than the predetermined value, and the accelerator pedal is not depressed (hold mode), the torque is adjusted according to the operating state of the vehicle. The capacity is changed to improve the engine braking effect at low speed and reduce the engagement shock.

[0004]

By the way, as shown in FIG. 5, a starting clutch connected to the transmission, for example, the continuously variable transmission and capable of adjusting the torque capacity is adjusted by the hydraulic pressure of the clutch pressure PCLUTCH. Some have torque capacity characteristics. This clutch pressure PCLUTC
As shown in FIG. 6, H is based on the line pressure LINE which is the oil pressure of the oil pump driven by the engine,
It is obtained by dividing the line pressure LINE which is the original pressure.

OPWCLU is a clutch solenoid duty for driving a clutch pressure solenoid valve for controlling clutch pressure. Also, the line pressure LINE
Is the line solenoid duty OP for driving the line pressure solenoid valve for controlling the line pressure, as shown in FIG.
It has a line pressure characteristic set by WLIN.

The control of the clutch pressure PCLITCH is shown in FIG.
As shown in, when the vehicle starts, the creep setting unit sets the clutch pressure target value CPSP in the hold control mode HLD from the engine speed NE, and the throttle opening THRT and the value obtained in the feedforward unit and the throttle opening THRT. The clutch pressure target value CPS for the normal start control mode NST or the special start control mode SST is calculated from the difference from the value obtained by subtracting the engine speed NE in the speed loop section.
P is set, and the set clutch pressure target value CPSP is switched according to each control mode and input to the clutch pressure loop control unit.

In the clutch pressure loop control section, the clutch solenoid duty OPWCLU is calculated so that the detected clutch pressure PCLITCH matches the clutch pressure target value CPSP, and the clutch pressure PCLITCH is feedback controlled.

In the clutch pressure loop control section, as shown in FIG. 9, the clutch control feedforward control gain KAPC is obtained by feedforward control from the difference between the clutch pressure target value CPSP and the detected clutch solenoid duty OPWCLU. A value obtained by adding the control gain KAPC, its integrated value Ki / S, and the neutral value NPC of the clutch solenoid duty OPWCLU is subjected to upper and lower limit processing to obtain the clutch solenoid duty OP.
WCLU is calculated and this clutch solenoid duty O
The clutch pressure PCLITCH is feedback-controlled by driving the clutch pressure solenoid valve with PWCLU.

The control gain KAPC in the feedback control shown in FIG. 9 uses the line pressure LINE as the original pressure,
This line pressure PLINE is divided into clutch pressure PCL
Focusing on obtaining UTCH, line pressure target value PLIN
SPF (Line pressure target value PLINS after filtering)
There is a method of setting according to P). Control gain KAPC and line pressure target value PLIN in such a setting method
The SPF has a relationship as shown in FIG. 10, for example.

However, in such a case, as shown in FIG. 13, the clutch pressure target value CPSP is set immediately after the starting operation.
There is an inconvenience that the followability of the clutch pressure PCLITCH (solid line) with respect to (dashed line) deteriorates. The deterioration of this followability is
The setting method of the clutch pressure target value CPSP is the clutch pressure P
This is because it does not correspond to a sudden change in the line pressure LINE, which is the original pressure of CLITCH.

As shown in FIG. 11, the line pressure PLINE, which is the original pressure of the clutch pressure PCLITCH, is a normal start control mode NST or a special start control mode obtained from the line pressure target value PLINSPH and the throttle opening THRT in the hold control mode. The line pressure target value PLINSPF of SST is switched according to each control mode, (1/1 + ST) filter processing is performed, and the line pressure target value PLINSPF after filter processing is shown in FIG.
The line solenoid duty OPWLIN is obtained by performing the upper / lower limit processing after changing the pressure / duty as shown in, and the line pressure solenoid valve is driven by this line solenoid duty OPWLIN to obtain the line pressure LINE.
Feedback control.

The line pressure PLINE is controlled to a low line pressure target value PLINSPH in the hold control mode, which is a low value before the start operation. Line pressure PLIN
When the starting operation is performed, E is controlled to a high value so that smooth clutch control can be realized. Therefore, the line pressure LINE will rapidly increase immediately after the start operation.

Therefore, the clutch pressure PCLITCH obtained by using the line pressure PLINE as the source pressure is the line pressure PL.
It will fluctuate rapidly with the sudden change of INE. As a result, the clutch pressure PCLITCH is the clutch pressure target value C
There is an inconvenience that the followability with respect to the PSP is deteriorated, the torque capacity of the starting clutch is varied, the starting characteristics are deteriorated, and a shock is generated.

[0014]

Therefore, in order to eliminate the above-mentioned inconvenience, the present invention provides a transmission connected to an engine mounted on a vehicle, and controls a hydraulic pressure of an oil pump driven by the engine. A starting clutch, which is supplied with the clutch pressure obtained by dividing the original pressure as the original pressure and adjusts the torque capacity, is provided in connection with the transmission.
Feedback control is performed so that the clutch pressure supplied to the starting clutch becomes a clutch pressure target value calculated based on the operating state of the vehicle, and the original pressure is a predetermined value when the starting operation of the vehicle is performed. The control means is provided to increase the control gain of the clutch pressure until the value reaches.

[0015]

According to the structure of the present invention, the starting clutch control device performs feedback control by the control means so that the clutch pressure supplied to the starting clutch becomes the clutch pressure target value calculated based on the operating state of the vehicle. At the same time, when the starting operation of the vehicle is performed, the tracking gain of the clutch pressure with respect to the clutch pressure target value is enhanced by controlling the control gain of the clutch pressure to be large until the original pressure reaches a predetermined value. Therefore, the fluctuation of the clutch pressure due to the sudden change of the source pressure immediately after the starting operation of the vehicle can be absorbed.

[0016]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 4 show an embodiment of the present invention. In FIG. 4, 2 is an engine mounted in the vehicle,
Reference numeral 4 is a transmission that is connected to the engine 2, for example, a continuously variable transmission (CVT), 6 is a starting clutch control device, and 8
Is a control means. The engine 2 has a crankshaft 10
Is connected to the drive shaft 22 of the continuously variable transmission 4 via a damper 12. The damper 12 absorbs the rotational fluctuation of the driving force transmitted by the buffer member 14.

The continuously variable transmission 4 includes a driving pulley (primary pulley) 16 and a driven pulley (secondary pulley) 18, and the driving pulley 16 and the driven pulley 18.
And a belt 20 wound around.

The drive pulley 16 has a drive-side fixed pulley portion 24 integrally provided on a drive shaft 22 whose one end side is connected to the damper 12, and is axially movable and non-rotatable on the drive shaft 22. The drive side movable pulley piece 26 provided
And consisting of On the back side of the drive side movable pulley section piece 26, a drive side housing 30 is provided which cooperates with the back side of the drive side movable pulley section piece 26 to form a drive side hydraulic chamber 28. A drive shaft rotation detection gear 32 is fixedly provided on the other end of the drive shaft 22.

The driven pulley 18 includes a driven-side fixed pulley portion 36 integrally provided on a driven shaft 34 arranged in parallel with the drive shaft 22, and an axially movable but non-rotatable driven shaft 34. Possible movable side movable pulley piece 3
8 and. On the rear surface side of the driven side movable pulley portion piece 38, a driven side housing 42 that cooperates with the back surface of the driven side movable pulley portion piece 38 to form a driven side hydraulic chamber 40 is provided. A driven shaft rotation detection gear 44 is fixedly provided on one end side of the driven shaft 34.

A hydraulic starting clutch 46 is provided on the other end side of the driven shaft 34. Starting clutch 46
Is provided in a stage subsequent to the speed change portion of the continuously variable transmission 4, the torque capacity is adjusted by the hydraulic pressure of the clutch pressure PCLUTCH supplied to the clutch pressure chamber 48, and the torque is adjusted to the output shaft 50 rotatably supported by the driven shaft 34. The transmission of the driving force of is interrupted. A cluster gear 52, which is an output shaft rotation detection gear, is fixed to the output shaft 50.

Further, the continuously variable transmission 4 is provided with a hydraulic control mechanism 54. The hydraulic control mechanism 54 is provided with a line pressure solenoid valve 56, a clutch pressure solenoid valve 58, and a ratio pressure solenoid valve 60.

The hydraulic control mechanism 54 includes an oil pump 62 driven by the engine 2 and an oil introduction passage 64.
Oil supplied by the solenoid valves 5
6 to 60 cause the driven side hydraulic chamber 40 to act as the line pressure LINE via the line pressure passage 66, the clutch hydraulic chamber 48 to act as the clutch pressure PCLUTCH via the clutch pressure passage 68, and the ratio pressure passage 70. To act as a ratio pressure on the drive side hydraulic chamber 28. The clutch pressure PCLUTCH is obtained by using the line pressure LINE, which is the hydraulic pressure discharged from the oil pump 62, as the original pressure, and dividing the line pressure LINE, which is the original pressure, into a partial pressure.

The continuously variable transmission 4 is provided with a drive shaft rotation speed sensor 72 for detecting the rotation of the drive shaft 22 as an engine rotation speed NE in the vicinity of the drive shaft rotation detection gear 32.
A driven shaft rotation speed sensor 74 for detecting the rotation of the driven shaft 34 as the rotation speed on the clutch input side is provided in the vicinity of the driven shaft rotation detection gear 44, and the rotation of the output shaft 50, that is, the output of the starting clutch 46, is provided in the vicinity of the cluster gear 52. Side rotation speed NCO
An output shaft rotation speed sensor 76 for detecting the vehicle speed is provided,
A clutch pressure sensor 78 for detecting the clutch pressure in the clutch pressure passage 68 is provided, an oil temperature sensor 80 for detecting the temperature of control oil in an oil pan (not shown) is provided, and the position of a shift lever (not shown) is detected. A select position detection sensor 82 is provided.

The engine 2 is provided with a throttle opening sensor 84 for detecting a throttle opening THRT of a throttle valve (not shown), and a vehicle speed sensor 8 for detecting a vehicle speed.
6, an engine rotation speed sensor 88 for detecting the engine rotation speed is provided, and a start operation determination switch (DDT) is provided.
90 is provided, and in addition, a water temperature sensor that detects the cooling water temperature of the engine 2, a brake operation switch that detects the operating state of the brake device, an idle switch that detects that the throttle valve is at the idle opening, and the like are provided. . The start operation determination switch (DDT) 90 detects the fully closed state of the throttle and determines whether or not there is a start operation of the vehicle.

The solenoid valves 56 to 60 and the sensors 72 to 90 are connected to the control means 8 of the starting clutch control device 6.

The control means 8 duty-controls the solenoid valves 56 to 60 of the continuously variable transmission 4 by the duty values (0 to 100%) by the signals inputted from the sensors 72 to 90, and drives the pulley 16 and driven. The belt ratio (gear ratio) of the belt 20 wound around the pulley 18 is controlled, and the torque capacity of the starting clutch 46 is adjusted to control the disengagement / connection.

As described above, the continuously variable transmission 4 is connected to the engine 2, and the line pressure LINE which is the hydraulic pressure discharged from the oil pump 62 driven by the engine 2 is provided to the continuously variable transmission 4. Is used as a source pressure, and a starting clutch 46 whose torque capacity is adjusted by being supplied with a hydraulic pressure of a clutch pressure PCLUTCH obtained by dividing the line pressure PLINE, which is the source pressure, is connected and provided.

As shown in FIG. 7, the line pressure PLINE has a line pressure characteristic set by a line solenoid duty OPWLIN that drives a line pressure solenoid valve for controlling the line pressure.

The control of the clutch pressure PCLITCH is as follows.
As shown in FIG. 8, when the vehicle starts, the engine speed N
From E, hold control mode HL in creep setting section
A clutch pressure target value CPSP of D is set, and a normal value is obtained from the difference between the value obtained in the feedforward section from the throttle opening THRT and the value obtained by subtracting the engine speed NE from the throttle opening THRT in the speed loop section. Clutch pressure target value C in start control mode NST or special start control mode SST
PSP is set, and the set clutch pressure target value CPSP is switched according to each control mode and input to the clutch pressure loop control unit.

In the clutch pressure loop control section, the clutch solenoid duty OPWCLU is calculated so that the detected clutch pressure PCLITCH matches the clutch pressure target value CPSP, and the clutch pressure PCLIT is calculated.
CH is feedback controlled.

In the clutch pressure loop control section, as shown in FIG. 9, the clutch control feedforward control gain KAPC is obtained by feedforward control from the difference between the clutch pressure target value CPSP and the detected clutch solenoid duty OPWCLU. A value obtained by adding the control gain KAPC, its integrated value Ki / S, and the neutral value NPC of the clutch solenoid duty OPWCLU is subjected to upper and lower limit processing to obtain the clutch solenoid duty OP.
WCLU is calculated and this clutch solenoid duty O
By driving the clutch pressure solenoid valve 58 with PWCLU, the clutch pressure PCLITCH is feedback-controlled.

The line pressure PLINE which is the original pressure of the clutch pressure PCLITCH is, as shown in FIG. 11, the normal start control mode NST or the special start control obtained from the line pressure target value PLINSPH and the throttle opening THRT in the hold control mode. Mode SS
The line pressure target value PLINSP of T is switched according to each control mode, (1/1 + ST) filtering is performed, and the line pressure target value PLINSPF after filtering is changed in pressure / duty as shown in FIG. The line solenoid duty OPWLIN is obtained by performing the upper and lower limit processing from the above, and the line pressure solenoid valve 56 is driven by this line solenoid duty OPWLIN to feedback control the line pressure LINE.

As described above, the control means 8 of the starting clutch control device 6 receives the signals input from the sensors 72 to 90 and supplies the clutch pressure PC to the starting clutch 46.
Feedback control is performed so that the LUTCH becomes the clutch pressure target value CPSP calculated based on the driving state of the vehicle, and as described later, the line pressure LINE, which is the original pressure when the vehicle is started, reaches a predetermined value. Up to, the control gain KAPC of the clutch pressure PCLUTCH is controlled to be large.

The starting clutch control device 6 increases the control gain KAPC during the starting operation of the vehicle,
The feedforward control in the clutch pressure loop portion shown in FIG. 9 absorbs a sudden change in the line pressure LINE. The control gain KAPC is increased when the change in the line pressure is large or when a sudden change in the line pressure occurs.

Line pressure PLI during starting operation of the vehicle
As a method of limiting the scene where the sudden change of NE occurs, the line pressure PLI is set within a predetermined time after the start operation and after the start operation.
There is a state in which the NE is rapidly increased. This line pressure P
The line pressure PLINEF after the filter processing and the estimated line pressure PLINO can be used to judge the state in which LINE has rapidly increased.
It is possible to use B. In the following examples, the estimated line pressure PLINOB will be used for description.

The estimated line pressure PLINOB can be obtained from the clutch pressure PCLUTCH and the clutch pressure solenoid duty OPWCLU from FIG. That is, the clutch pressure PCLUTCH is obtained by dividing the line pressure PLINE, which is the original pressure, so that the line pressure can be estimated from the clutch pressure PCLUTCH and the clutch pressure solenoid duty OPWCLU.

FIG. 3 is a K1CRV map for obtaining the estimated line pressure PLINOB. Estimated line pressure PLI
NOB is PLINOB = K1 from the K1CRV map.
It can be obtained by the formula CRV (OPWCLU) * PCLUTCH.

In the hold control mode HLD, the clutch pressure PCLUTCH is controlled so that the starting clutch 46 is lightly contacted. In the normal start control mode NST, the clutch pressure PCLUTCH is controlled so that the starting clutch 46 is smoothly connected.
In the special start control mode SST, the clutch pressure PCLUTCH is controlled so that the once-released starting clutch 46 is smoothly connected.

Next, the operation will be described with reference to FIGS.

The control means 8 of the starting clutch control device 6 is
In FIG. 1, when control is started (step 10
0), the control mode is judged (step 102).

If the hold control mode HLD is determined in this determination (step 102), the presence / absence of a starting operation is determined by whether or not the starting operation determination switch (DDT) 90 is ON (step 104).

In this judgment (step 104), the vehicle is not being started and the start operation determination switch (DD) is selected.
When T) 90 is OFF and NO, the control gain KAPC
Hold control mode HLD control gain KAPCH
Then (step 106), the process ends (step 108) and returns.

In the judgment (step 104), the vehicle is being started and the start operation determination switch (DD) is selected.
When T) 90 is ON and YES, as shown in FIG. 2, the control gain KAPC is set to the control gain KAPCM (large value) when the line pressure LINE is low (step 11).
0), end (step 108) and return.

Judgment of the control mode (step 102)
In the normal start control mode NST (or the special start control mode SST), the estimated line pressure PLINOB is compared with the estimated line pressure trigger PLINOB (PLINOB: PLINOB).
T) and judge (step 112).

In this judgment (step 112), the estimated line pressure PLINOB is the estimated line pressure trigger PLI.
If less than NOBT (PLINOB <PLINOBT), the control gain KAPC is set to the line pressure P as shown in FIG.
When the LINE is low, the control gain KAPCM (large value) is set (step 114), the filter processing is performed (step 116), and the process ends (step 108) and returns.

In the judgment (step 112), the estimated line pressure PLINOB is the estimated line pressure trigger PLI.
When NOBT or more (PLINOB ≧ PLINOBT), the control gain KAPC is set to the line pressure P as shown in FIG.
When the LINE is high, the control gain KAPCL (small value) is set (step 118), filter processing is performed (step 116), and the process ends (step 108) and returns.

Further, judgment of the control mode (step 1
02), if the control mode is other than the hold control mode HLD or the normal start control mode NST (or the special start control mode SST), the control gain KA in the other control mode.
Set to PC (step 120) and end (step 10)
8) Then return.

In other words, in this embodiment, the starting clutch control device 6 assumes that the estimated line pressure PLINOB is equal to or higher than the estimated line pressure trigger PLINOBT when the line pressure PLINE increases above a predetermined value.

Before the start operation in the hold control mode HLD and the start operation determination switch (DDT) 90 is OFF, the control gain KAPC is set to the control gain KAPCH in the hold control mode HLD in consideration of FIG.

The control gain KAPC is such that when the start operation determination switch (DDT) 90 is turned on by the start of the start operation, until PLINOB ≧ PLINOBT (the estimated line pressure PLINOB is the estimated line pressure trigger PLINO).
(State less than BT) and a large control gain KAPCM when the line pressure LINE is low.

The control gain KAPC is P by the start operation.
When LINOB ≧ PLINOBT, the estimated line pressure P
LINIB is equal to or higher than the estimated line pressure trigger PLINOBT) and the control gain KAPCL is a small value when the line pressure LINE is high.

The normal start control mode NST
(Or, in the special start control mode SST), the control gain KAPC is filtered to prevent a sudden change. However, in the hold control mode HLD, the start operation determination switch (DDT) 9
When 0 is changed from OFF to ON, no filter processing is performed in order to prevent an increase delay of the control gain KAPC due to the filter processing.

In this way, the starting clutch control device 6 is
The control means 8 performs feedback control so that the clutch pressure PCLUTCH supplied to the starting clutch 46 becomes the clutch pressure target value CPSP calculated based on the operating state of the vehicle, and when the vehicle is started, The clutch pressure P is maintained until the line pressure PLINE, which is the original pressure for dividing the clutch pressure PCLUTCH, reaches a predetermined value.
By controlling the LINE control gain KAPC to be large, the feedforward control in the clutch pressure loop portion shown in FIG. 9 can absorb a sudden change in the line pressure PLINE, and the clutch pressure PCLUTCH with respect to the clutch pressure target value CPSP. It is possible to improve the followability and absorb the fluctuation of the clutch pressure PCLUTCH due to the sudden change of the line pressure PLINE immediately after the starting operation of the vehicle.

Therefore, the starting clutch control device 6
Can reduce the fluctuation of the clutch pressure PCLUTCH due to the sudden change of the line pressure PLINE immediately after the starting operation of the vehicle, and can prevent the fluctuation of the torque capacity of the starting clutch 46. As a result, the start clutch control device 6 can reduce the start shock and realize a smooth start, and the change can be handled only by changing the program of the conventional control means 8, which increases the cost. Will not be invited.

The control gain KAPC of the clutch pressure PCLUTCH can be controlled so as to have a larger value as the change of the line pressure LINE is larger.
Even better, the line pressure LINE immediately after the vehicle is started.
It is possible to reduce the fluctuation of the clutch pressure PCLUTCH due to the abrupt change of, to prevent the fluctuation of the torque capacity of the starting clutch 46, and to reduce the starting shock. Further, as the source pressure, the line pressure LINE, which is the adjusted hydraulic pressure obtained by adjusting the discharge hydraulic pressure discharged from the oil pump 62 by the line pressure solenoid valve 56, is used, but the discharge hydraulic pressure itself discharged from the oil pump 62 can be used. .

In the above embodiment, the line pressure P
Although the scene where the line pressure PLINE suddenly changes is limited by judging the state where LINE has increased rapidly,
By determining within a predetermined time after the start operation, it is possible to limit the scene where the line pressure LINE suddenly changes.

[0057]

As described above, according to the present invention, the starting clutch control device increases the control gain of the clutch pressure until the original pressure reaches a predetermined value when the vehicle is started. By appropriately controlling, it is possible to enhance the followability of the clutch pressure with respect to the clutch pressure target value, and it is possible to absorb the fluctuation of the clutch pressure due to the sudden change of the source pressure immediately after the vehicle starting operation.

Therefore, the starting clutch control device is
It is possible to reduce the fluctuation of the clutch pressure due to the sudden change of the source pressure immediately after the starting operation of the vehicle, prevent the fluctuation of the torque capacity of the starting clutch, reduce the starting shock, and realize the smooth starting. Can be dealt with by changing the program of the control means,
There is no increase in cost. It should be noted that the control gain of the clutch pressure can be controlled to be larger as the change of the original pressure is larger, and thereby, the fluctuation of the clutch pressure due to the sudden change of the original pressure immediately after the starting operation of the vehicle can be further reduced. As a result, fluctuations in the torque capacity of the starting clutch can be prevented, and the starting shock can be reduced. Further, as the source pressure, an adjusted hydraulic pressure obtained by adjusting the discharge hydraulic pressure discharged by the oil pump can be used, or the discharge hydraulic pressure itself discharged by the oil pump can be used.

[Brief description of drawings]

FIG. 1 is a flowchart of a starting clutch control showing an embodiment of a starting clutch control device of the present invention.

FIG. 2 is a timing chart of starting clutch control.

FIG. 3 K1 for obtaining an estimated line pressure PLINOB
It is a figure which shows a CRV map.

FIG. 4 is a system configuration diagram of a starting clutch control device.

FIG. 5 is a diagram showing a torque capacity characteristic of a starting clutch.

FIG. 6 is a diagram showing a clutch pressure characteristic.

FIG. 7 is a diagram showing line pressure characteristics.

FIG. 8 is a block diagram of clutch pressure control.

FIG. 9 is a block diagram of a clutch pressure loop unit in clutch pressure control.

FIG. 10 is a diagram showing setting of a conventional feedforward control gain.

FIG. 11 is a block diagram of line pressure control.

FIG. 12 is a diagram showing conversion between line pressure and line pressure solenoid duty.

FIG. 13 is a timing chart of starting clutch control showing a conventional example.

[Explanation of symbols]

 2 engine 4 continuously variable transmission 6 starting clutch control device 8 control means 16 driving pulley 18 driven pulley 20 belt 46 starting clutch 54 hydraulic control mechanism 56 line pressure solenoid valve 58 clutch pressure solenoid valve 60 ratio pressure solenoid valve 84 throttle opening sensor 86 Vehicle speed sensor 88 Engine rotation speed sensor 90 Start operation determination switch (DDT)

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[Procedure amendment]

[Submission date] November 22, 1994

[Procedure Amendment 1]

[Document name to be amended] Statement

[Name of item to be amended] Claims

[Correction method] Change

[Correction content]

[Claims]

[Procedure Amendment 2]

[Document name to be amended] Statement

[Name of item to be corrected] 0002

[Correction method] Change

[Correction content]

[0002]

2. Description of the Related Art An engine mounted on a vehicle has a transmission connected to a desired conversion of torque and rotational speed, and a start clutch capable of adjusting a torque capacity is connected to the transmission. is there. As the starting clutch,
There is one that is connected to the output side of a continuously variable transmission (so-called continuously variable transmission) that continuously changes the gear ratio, and the torque capacity is adjusted by hydraulic pressure according to the driving operation and the traveling state.

[Procedure 3]

[Document name to be amended] Statement

[Correction target item name] 0007

[Correction method] Change

[Correction content]

In the clutch pressure loop control section, the clutch solenoid duty OPWCLU is calculated so that the detected clutch pressure PCLUTCH matches the clutch pressure target value CPSP, and the clutch pressure PCLUTCH is feedback-controlled.

[Procedure amendment 4]

[Document name to be amended] Statement

[Correction target item name] 0008

[Correction method] Change

[Correction content]

In the clutch pressure loop control section, as shown in FIG. 9, the clutch control feedback control gain KAPC is obtained by feedback control from the difference between the clutch pressure target value CPSP and the detected clutch pressure PCLUTCH, and this control gain KAPC is obtained. And its integrated value Ki / S and clutch solenoid duty OPWCLU
The value obtained by adding the neutral value NPC is subjected to upper and lower limit processing to obtain the clutch solenoid duty OPWCLU, and the clutch pressure PCLUTCH is feedback-controlled by driving the clutch pressure solenoid valve by this clutch solenoid duty OPWCLU.

[Procedure Amendment 5]

[Document name to be amended] Statement

[Correction target item name] 0010

[Correction method] Change

[Correction content]

However, in such a case, as shown in FIG. 13, the clutch pressure target value CPSP is set immediately after the starting operation.
There is an inconvenience that the followability of the clutch pressure PCLUTCH (solid line) with respect to (dashed line) deteriorates. The deterioration of this followability is
The setting method of the clutch solenoid duty OPWCLU is the line pressure P which is the original pressure of the clutch pressure PCLUTCH.
This is due to not responding to sudden changes in LINE.

[Procedure correction 6]

[Document name to be amended] Statement

[Correction target item name] 0011

[Correction method] Change

[Correction content]

As shown in FIG. 11, the line pressure PLINE, which is the original pressure of the clutch pressure PCLUTCH, is a normal start control mode NST or a special start control mode obtained from the line pressure target value PLINSPH and the throttle opening THRT in the hold control mode. The line pressure target value PLINSPF of SST is switched according to each control mode, (1/1 + ST) filter processing is performed, and the line pressure target value PLINSPF after filter processing is shown in FIG.
The line solenoid duty OPWLIN is obtained by performing the upper / lower limit processing after changing the pressure / duty as shown in, and the line pressure solenoid valve is driven by this line solenoid duty OPWLIN to obtain the line pressure LINE.
Control.

[Procedure Amendment 7]

[Document name to be amended] Statement

[Correction target item name] 0013

[Correction method] Change

[Correction content]

Therefore, the clutch pressure PCLUTCH obtained by using the line pressure PLINE as the source pressure is the line pressure PL.
It will fluctuate rapidly with the sudden change of INE. As a result, the clutch pressure PCLUTCH is the clutch pressure target value C.
There is an inconvenience that the followability with respect to the PSP is deteriorated, the torque capacity of the starting clutch is varied, the starting characteristics are deteriorated, and a shock is generated.

[Procedure Amendment 8]

[Document name to be amended] Statement

[Correction target item name] 0014

[Correction method] Change

[Correction content]

[0014]

Therefore, in order to eliminate the above-mentioned inconvenience, the present invention provides a transmission connected to an engine mounted on a vehicle, and controls a hydraulic pressure of an oil pump driven by the engine. The starting pressure is adjusted to generate the original pressure, and the hydraulic pressure of the clutch pressure obtained by dividing the original pressure is supplied to adjust the torque capacity. The starting clutch is connected to the transmission and is supplied to the starting clutch. Feedback control is performed so that the clutch pressure reaches a clutch pressure target value calculated based on the operating state of the vehicle, and the clutch pressure is controlled until the original pressure increases when a starting operation of the vehicle is performed. It is characterized in that a control means for controlling the gain to be large is provided.

[Procedure Amendment 9]

[Document name to be amended] Statement

[Name of item to be corrected] 0015

[Correction method] Change

[Correction content]

[0015]

According to the structure of the present invention, the starting clutch control device performs feedback control by the control means so that the clutch pressure supplied to the starting clutch becomes the clutch pressure target value calculated based on the operating state of the vehicle. At the same time, when the starting operation of the vehicle is performed, it is possible to improve the followability of the clutch pressure to the clutch pressure target value by controlling the control gain of the clutch pressure to be large until the original pressure increases. The fluctuation of the clutch pressure due to the sudden change of the source pressure immediately after the starting operation of the vehicle can be absorbed.

[Procedure Amendment 10]

[Document name to be amended] Statement

[Name of item to be corrected] 0024

[Correction method] Change

[Correction content]

The engine 2 is provided with a throttle opening sensor 84 for detecting a throttle opening THRT of a throttle valve (not shown), and a vehicle speed sensor 8 for detecting a vehicle speed.
6, an engine rotation speed sensor 88 for detecting the engine rotation speed is provided, and a start operation determination switch (DDT) is provided.
90 is provided, and in addition, a water temperature sensor that detects the cooling water temperature of the engine 2, a brake operation switch that detects the operating state of the brake device, an idle switch that detects that the throttle valve is at the idle opening, and the like are provided. . The start operation determination switch (DDT) 90 detects the fully closed state of the throttle and determines whether or not there is a start operation of the vehicle. The vehicle speed sensor 86 can be replaced by the output shaft rotation speed sensor 76. The engine rotation speed sensor 88 can be replaced by the drive shaft rotation speed sensor 72. Start operation determination switch (DDT) 90
Can be replaced by an idle switch (not shown).

[Procedure Amendment 11]

[Document name to be amended] Statement

[Name of item to be corrected] 0029

[Correction method] Change

[Correction content]

The clutch pressure PCLUTCH is controlled by
As shown in FIG. 8, when the vehicle starts, the engine speed N
From E, hold control mode HL in creep setting section
A clutch pressure target value CPSP of D is set, and a normal value is obtained from the difference between the value obtained in the feedforward section from the throttle opening THRT and the value obtained by subtracting the engine speed NE from the throttle opening THRT in the speed loop section. Clutch pressure target value C in start control mode NST or special start control mode SST
PSP is set, and the set clutch pressure target value CPSP is switched according to each control mode and input to the clutch pressure loop control unit.

[Procedure Amendment 12]

[Document name to be amended] Statement

[Name of item to be corrected] 0030

[Correction method] Change

[Correction content]

In the clutch pressure loop control section, the clutch solenoid duty OPWCLU is calculated so that the detected clutch pressure PCLUTCH matches the clutch pressure target value CPSP, and the clutch pressure PCLUT is calculated.
CH is feedback controlled.

[Procedure Amendment 13]

[Document name to be amended] Statement

[Correction target item name] 0031

[Correction method] Change

[Correction content]

In the clutch pressure loop control section, as shown in FIG. 9, the clutch control feedback control gain KAPC is obtained by feedback control from the difference between the clutch pressure target value CPSP and the detected clutch pressure PCLUTCH, and this control gain KAPC is obtained. And its integrated value Ki / S and clutch solenoid duty OPWCLU
The value obtained by adding the neutral value NPC is subjected to upper and lower limit processing to obtain the clutch solenoid duty OPWCLU, and the clutch pressure solenoid valve 58 is driven by this clutch solenoid duty OPWCLU, whereby the clutch pressure PCLUTCH is feedback-controlled.

[Procedure Amendment 14]

[Document name to be amended] Statement

[Name of item to be corrected] 0032

[Correction method] Change

[Correction content]

As shown in FIG. 11, the line pressure PLINE which is the original pressure of the clutch pressure PCLUTCH is a normal start control mode NST or a special start control obtained from the line pressure target value PLINSPH and the throttle opening THRT in the hold control mode. Mode SS
The line pressure target value PLINSP of T is switched according to each control mode, (1/1 + ST) filtering is performed, and the line pressure target value PLINSPF after filtering is changed in pressure / duty as shown in FIG. The line solenoid duty OPWLIN is obtained by performing the upper and lower limit processing, and the line pressure solenoid valve 56 is driven by the line solenoid duty OPWLIN to control the line pressure LINE.

[Procedure Amendment 15]

[Document name to be amended] Statement

[Correction target item name] 0033

[Correction method] Change

[Correction content]

As described above, the control means 8 of the starting clutch control device 6 receives the signals input from the sensors 72 to 90 and supplies the clutch pressure PC to the starting clutch 46.
Feedback control is performed so that the LUTCH becomes the clutch pressure target value CPSP calculated based on the operating state of the vehicle, and as described later, the line pressure LINE, which is the original pressure when the vehicle is started, is increased to a predetermined value. Until reaching the value, control gain KAP of clutch pressure PCLUTCH
Control C to be large.

[Procedure Amendment 16]

[Document name to be amended] Statement

[Correction target item name] 0034

[Correction method] Change

[Correction content]

The starting clutch control device 6 increases the control gain KAPC during the starting operation of the vehicle,
The feedback control in the clutch pressure loop portion shown in FIG. 9 absorbs a sudden change in the line pressure LINE. The control gain KAPC is increased when the change in the line pressure is large or when a sudden change in the line pressure occurs.

[Procedure Amendment 17]

[Document name to be amended] Statement

[Correction target item name] 0053

[Correction method] Change

[Correction content]

In this way, the starting clutch control device 6 is
The control means 8 performs feedback control so that the clutch pressure PCLUTCH supplied to the starting clutch 46 becomes the clutch pressure target value CPSP calculated based on the operating state of the vehicle, and when the vehicle is started, By controlling the control gain KAPC of the clutch pressure LINE to be large until the line pressure LINE which is the original pressure for dividing the clutch pressure PCLUTCH increases and reaches a predetermined value, feedback in the clutch pressure loop portion shown in FIG. 9 is performed. The control can absorb the sudden change of the line pressure PLINE, and the clutch pressure PCLUTCH
Of the clutch pressure PCLUTCH due to the sudden change of the line pressure PLINE immediately after the starting operation of the vehicle can be absorbed.

[Procedure 18]

[Document name to be amended] Statement

[Name of item to be corrected] 0057

[Correction method] Change

[Correction content]

[0057]

As described above, according to the present invention, the starting clutch control device controls to increase the clutch pressure control gain until the original pressure increases when the vehicle is started. By doing so, it is possible to improve the followability of the clutch pressure with respect to the clutch pressure target value, and it is possible to absorb the fluctuation of the clutch pressure due to the sudden change of the original pressure immediately after the starting operation of the vehicle.

[Procedure Amendment 19]

[Document name to be amended] Statement

[Name of item to be corrected] Brief description of the drawing

[Correction method] Change

[Correction content]

[Brief description of drawings]

FIG. 1 is a flowchart of a starting clutch control showing an embodiment of a starting clutch control device of the present invention.

FIG. 2 is a timing chart of starting clutch control.

FIG. 3 K1 for obtaining an estimated line pressure PLINOB
It is a figure which shows a CRV map.

FIG. 4 is a system configuration diagram of a starting clutch control device.

FIG. 5 is a diagram showing a torque capacity characteristic of a starting clutch.

FIG. 6 is a diagram showing a clutch pressure characteristic.

FIG. 7 is a diagram showing line pressure characteristics.

FIG. 8 is a block diagram of clutch pressure control.

FIG. 9 is a block diagram of a clutch pressure loop unit in clutch pressure control.

FIG. 10 is a diagram showing setting of a conventional feedback control gain.

FIG. 11 is a block diagram of line pressure control.

FIG. 12 is a diagram showing conversion between line pressure and line pressure solenoid duty.

FIG. 13 is a timing chart of starting clutch control showing a conventional example.

[Description of Codes] 2 Engine 4 Continuously Variable Transmission 6 Start Clutch Control Device 8 Control Means 16 Drive Pulley 18 Driven Pulley 20 Belt 46 Start Clutch 54 Hydraulic Control Mechanism 56 Line Pressure Solenoid Valve 58 Clutch Pressure Solenoid Valve 60 Ratio Pressure Solenoid Valve 84 throttle opening sensor 86 vehicle speed sensor 88 engine speed sensor 90 start operation determination switch (DDT)

[Procedure correction 21]

[Document name to be corrected] Drawing

[Name of item to be corrected] Figure 1

[Correction method] Change

[Correction content]

FIG.

[Procedure correction 22]

[Document name to be corrected] Drawing

[Correction target item name] Figure 8

[Correction method] Change

[Correction content]

[Figure 8]

[Procedure amendment 23]

[Document name to be corrected] Drawing

[Correction target item name] Figure 9

[Correction method] Change

[Correction content]

[Figure 9]

[Procedure correction 24]

[Document name to be corrected] Drawing

[Name of item to be corrected] Fig. 10

[Correction method] Change

[Correction content]

[Figure 10]

[Procedure correction 25]

[Document name to be corrected] Drawing

[Name of item to be corrected] Fig. 11

[Correction method] Change

[Correction content]

FIG. 11

[Procedure Amendment 26]

[Document name to be corrected] Drawing

[Name of item to be corrected] Fig. 12

[Correction method] Change

[Correction content]

[Fig. 12]

Claims (1)

[Claims] 1. An engine mounted on a vehicle is provided with a transmission connected thereto, and a hydraulic pressure of a clutch pressure obtained by dividing a hydraulic pressure of an oil pump driven by the engine as a basic pressure is supplied. A starting clutch whose torque capacity is adjusted is connected to the transmission, and feedback control is performed so that the clutch pressure supplied to the starting clutch becomes a clutch pressure target value calculated based on the operating state of the vehicle. In addition, the starting clutch control is characterized in that when the starting operation of the vehicle is performed, control means is provided for controlling the clutch pressure to increase the control gain until the original pressure reaches a predetermined value. apparatus.