JPH0925954A - Start controller for clutch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve a following-up property to an aimed control value by calculating a change amount in the integrated value of speed loop control and setting one of presumed engine generated torque, clutch torque capacity and a clutch control manipulated variable to an initial value in the entrance of start control to be corrected by the calculated value and used for the next control. SOLUTION: A control means 64 obtains a clutch torque capacity corresponding to presumed clutch torque according to an engine required load amount in the start control of a hydraulic clutch 38 to determine a feed forward amount and perform a filter process for feed forward control. Speed loop control for correcting the feed forward amount to make the engine rotational speed coincide with an aimed value is carried out to calculate a change amount of the integrated value in a predetermined time during the start control, set one of presumed generated torque of the engine in the entrance of start control, torque capacity of the clutch and the clutch control manipulated variable to the initial value of the feed forward amount to be corrected by the calculated value and used for the initial value setting control in the next time and learning control. Thus, a following-up property to an aimed value of the control can be improved.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch start control device, and more particularly to a clutch start control for realizing feedforward control that reflects the actual state of an engine or clutch and improving target value tracking of speed loop control. Regarding the device.

[0002]

2. Description of the Related Art In a vehicle, a transmission is provided in a power transmission system between an engine and wheels because the characteristics of the engine are not suitable as they are. Some transmissions are provided with a clutch whose clutch torque capacity can be electronically adjusted.

A transmission having a clutch whose clutch torque capacity can be electronically adjusted, such as a continuously variable transmission (SCV).
Examples of T) include those disclosed in Japanese Patent Laid-Open No. 3-125032. The control device for an automatic starting clutch disclosed in this publication obtains a correction coefficient for each throttle opening based on the difference between the clutch pressure target value and the feedforward amount, and performs learning control for correcting the magnitude of the feedforward amount thereafter. Is going.

As a measure for improving the starting characteristics,
There are various types, for example, there is one that sets the initial value of the feedforward control of the starting control according to the throttle opening THRT.

[0005]

By the way, in the conventional clutch starting control device, the characteristics of the middle and latter half of the starting control are improved, and there is a disadvantage that the characteristics cannot be improved immediately after entering the starting control. ..

Further, in the automatic starting clutch control device disclosed in the above-mentioned Japanese Patent Laid-Open No. 3-125032,
Immediately after the start control entry, the characteristics can be improved by using other measures together, but the deterioration of the starting characteristics due to the individual difference of the engine and the clutch, the change over time, the influence of the operating environment, etc. are not dealt with.

As a result, the problem immediately after entering the start control is
Immediately after entering the hall, there is a fear of inducing characteristic deterioration in the entire range of start control, and improvement was desired.

Further, by setting the feedforward amount (initial value) according to the throttle opening THRT at the time of entry into the start control, the target engine speed NES of the clutch control after the filter process in which the engine speed NE is the target value is set.
Although it is easy to match the PCF and the starting characteristic is improved, there is a disadvantage that the starting characteristic is deteriorated due to the individual difference of the engine and the clutch, the change over time, the operating environment, etc. (see FIG. 2).

[0009]

Therefore, in order to eliminate the above-mentioned inconvenience, the present invention provides a clutch in which a transmission is connected to an engine mounted on a vehicle and a clutch torque capacity can be electronically adjusted. Is provided in the transmission, and the feedforward amount is determined by obtaining a clutch torque capacity corresponding to at least the clutch input torque when the vehicle is started and the start control of the clutch is performed, and the feedforward amount is filtered. Along with performing feedforward control, speed loop control is performed to correct the feedforward amount by at least integral control so as to match the actual engine rotational speed with the target engine rotational speed, and the integral value of the speed loop control during the start control is changed. Calculates the amount of change over a predetermined period of time and estimates the start of the engine when entering One of the torque capacity and the clutch control amount of the torque and the clutch is set to an initial value,
It is characterized in that a control means for correcting the initial value by the calculated value and performing learning control for use in the next initial value setting control is provided.

Further, the correction operation of the initial value is performed for each engine required load amount.

[0011]

According to the structure of the present invention, the control means calculates the amount of change of the integral value of the speed loop control for a predetermined time during the start control, and estimates the engine generated torque and the clutch when the start control enters. One of the torque capacity and the clutch control operation amount is set to an initial value, the initial value is corrected by the calculated value, and learning control is performed to use for the next initial value setting control. The feed-forward control that reflects is realized, and the target value tracking of the speed loop control is improved.

[0012]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing an embodiment of the present invention;

1 to 24 show an embodiment of the present invention. In FIG. 18, 2 is an engine mounted on the vehicle, and 4 is a continuously variable transmission (SCVT) as a hydraulic transmission connected to the engine 2. A long travel damper 6 is provided between the engine 2 and the continuously variable transmission 4.

The continuously variable transmission 4 includes a driving pulley (primary pulley) 8 and a driven pulley (secondary pulley) 10.
And a belt 12 wound around the drive pulley 8 and the driven pulley 10.

The drive pulley 8 has a drive shaft 14 having one end connected to the long travel damper 6, and a drive side fixed pulley portion 1 integrally provided at a central portion of the drive shaft 14.
6 and a drive-side movable pulley portion 18 provided on the drive shaft 14 so as to be axially movable and non-rotatable. Further, on the rear surface side of the drive-side movable pulley portion piece 18, a drive-side housing 22 that cooperates with the back surface of the drive-side movable pulley portion piece 18 to form a drive-side hydraulic chamber 20 is provided on the drive shaft 14. . A drive shaft rotation detection gear 24 is fixedly provided on the other end side of the drive shaft 14.

The driven pulley 10 includes a driven shaft 26 arranged in parallel with the driving shaft 14 and a driven side which is arranged corresponding to the driving side movable pulley portion 18 and is integrally provided with the driven shaft 26. A fixed pulley portion piece 28 and a driven side movable pulley portion piece 30 which is arranged corresponding to the drive side fixed pulley portion piece 16 and is axially movable and non-rotatably provided on the driven shaft 26. ing. Further, on the back side of the driven side movable pulley section piece 30, a driven side housing 34 that cooperates with the back side of the driven side movable pulley section piece 30 to form a driven side hydraulic chamber 32 is provided on the driven shaft 26. . Driven shaft 26
A driven shaft rotation detection gear 36 is fixedly provided on one end side of the.

At the other end of the driven shaft 26, a hydraulic clutch 38 for starting is provided as a clutch of the continuously variable transmission 4. The hydraulic clutch 38 is provided at the rear stage of the speed change portion of the continuously variable transmission 4, is disengaged / operated by the hydraulic pressure acting on the clutch pressure chamber 40, and is connected to the output shaft 42 rotatably supported by the driven shaft 26. The power is intermittent.
A cluster gear 44, which is an output shaft rotation detection gear, is fixed to the output shaft 42.

Further, the continuously variable transmission 4 includes a hydraulic control mechanism 4
6 are provided. The hydraulic control mechanism 46 is provided with a line solenoid 48, a clutch solenoid 50, and a ratio solenoid 52.

The hydraulic clutch 38 is controlled in various control modes such as a hold mode HLD, a normal start mode NST, a special start mode SST, and a drive mode DRV.

In the hold mode, the hydraulic clutch 38 is set in the creep state and the vehicle is set in the creep state to prepare for the starting operation.

The normal start mode NST sets the clutch pressure to an appropriate value according to the engine generated torque that can prevent the engine from rising and can smoothly operate the vehicle when the vehicle starts. .

In the special start mode SST, when the hydraulic clutch 38 is re-engaged after the hydraulic clutch 38 is disengaged, the engine is prevented from being blown up and the vehicle can be operated smoothly in accordance with the engine generated torque. The clutch pressure is set to an appropriate value.

The drive mode DRV is for setting the clutch pressure to a value that is sufficiently large to withstand the engine torque when the vehicle shifts to a complete running state and the hydraulic clutch 38 is completely engaged. .

The hydraulic control mechanism 46 injects hydraulic oil that is pressure-fed from the hydraulic pump 54 through the oil introduction passage 56, applies line pressure to the driven hydraulic chamber 32 through the line pressure passage 58, and , The clutch pressure is applied to the clutch hydraulic chamber 40 via the clutch pressure passage 60,
The ratio pressure is applied to the drive-side hydraulic chamber 20 via the ratio pressure passage 62. The hydraulic pump 54 is driven as the engine 2 is driven.

The hydraulic control mechanism 46 is operated by the control means 64.

The control means 64 has, on the input side, a throttle opening sensor 66 for detecting the opening (throttle opening) state of a throttle valve (not shown), and an accelerator pedal operation switch (DDT switch) 68. Is in contact. The accelerator pedal operation switch 68 is turned on when the accelerator pedal is depressed.

The control means 64 communicates with the line solenoid 48, the clutch solenoid 50 and the ratio solenoid 52, and the line solenoid 48, the clutch solenoid 50 and the ratio solenoid 52 are connected to the duty values (0 to 0).
The duty is controlled by 100%). .

Further, the control means 64 is provided in the vicinity of the drive shaft rotation detecting gear 24, and the drive shaft rotational speed sensor 70 for detecting the rotation of the drive shaft 14 as the engine rotational speed NE.
And a driven shaft rotation speed sensor 72 provided near the driven shaft rotation detection gear 36 for detecting the rotation of the driven shaft 26 as a rotation speed on the clutch input side, and a rotation of the output shaft 42 provided near the cluster gear 44. That is, that is, the output shaft rotation speed sensor 74 that detects the rotation speed on the clutch output side as the vehicle speed NCO, the clutch pressure sensor 76 that is provided in the clutch pressure passage 60 to detect the clutch pressure, and the inside of the oil tank (not shown). The oil temperature sensor 78 for detecting the temperature of the hydraulic oil, the snow mode switch 80, and the air conditioner switch 82 communicate with each other.

The control means 64 inputs various signals,
At the time of starting control of the hydraulic clutch 38 when the vehicle is started, the clutch torque capacity corresponding to the clutch input torque expected at least according to the engine load demand (for example, throttle opening degree) is calculated to obtain the feedforward amount (clutch control). Operation amount), and the feedforward control is performed by filtering this feedforward amount, and at least integration is performed to match the actual engine speed to the target engine speed set according to the engine load demand. Performing speed loop control to correct the feedforward amount by control, calculating the change amount of the integral value of the speed loop control during a predetermined time during start control, and estimating the generated torque of the engine and the torque capacity of the clutch when the start control enters. Engaging either one of the clutch control operation amount Set to an initial value in accordance with the required load amount is for the learning control so as to use the next initial value setting control by correcting the initial value by the calculated value.

More specifically, the control means 64 prevents deterioration of the starting characteristic, and updates the learning value Kf according to the magnitude of change in the integral amount of the speed loop control of the starting control in a predetermined time ( (See FIGS. 16 and 17).

In the next and subsequent starting control, the initial value PCLUNI of the feedforward amount is corrected by the learning value Kf corresponding to the throttle opening THRT, and control is performed (see FIG. 22).

FIG. 2 shows the starting characteristics before learning (same as the conventional starting control). In FIG. 2, immediately after entering the normal start mode NST, the target engine speed NESP
The engine speed NE increases faster than the CF changes,
The integrated amount of speed loop control is abnormally accumulated. After that, control is performed in a direction to reduce the engine rotation speed NE by the accumulated amount of integration, but due to overcorrection, the engine rotation speed NE drops in the middle and latter half of the start control.

Further, for example, a normal start mode NS
Immediately after entering T, if the engine speed NE is lower than the target engine speed NESPCF, the integral amount of the speed loop control abnormally accumulates in the opposite direction to the above-mentioned direction, and the engine amount is accumulated by the accumulated amount thereafter. Rotation speed N
Control is performed in the direction of increasing E, but overcorrection causes engine speed NE to rise in the middle and latter half of the start control.

In the control in which the engine speed NE drops as described above, if learning is performed from the learning start time Ta to the learning end time Tb, the integral amount change DXSC corresponding to part A in FIG. 2 is used. , The learning value Kf is updated by the measure shown in FIG.

The starting characteristics after this learning are shown in FIG. At this time, the problem shown in FIG. 2 is eliminated. That is, the engine speed N immediately after entering the normal start mode NST
If E changes substantially in the same manner as the target engine speed NESPCF, the accumulation of the integrated amount immediately after entering the normal start mode NST becomes small, and the engine speed NE does not drop or rise in the middle and latter half of the start control. For that purpose, it is necessary to correct the initial value PCLUNI of the feedforward amount by the learning value Kf.

Initial value PCL of this feedforward amount
UNI is the change in the integrated amount DXSC corresponding to part A in FIG.
The smaller is, the larger. That is, the smaller the initial value PCLUNI of the feedforward amount is, the smaller the clutch torque capacity is, and the engine rotation speed NE is apt to rise. On the other hand, the change DXSC in the integrated amount corresponding to the portion A in FIG. 2 is as follows: The lower the change DXSC in the integrated amount corresponding to the portion A in FIG.
Is large, the initial value PCLUNI of the feedforward amount is increased.

[Equation 1]

The correction operation of the initial value PCLUNI of the feedforward amount is performed for each engine required load amount.

Next, the operation of this embodiment will be described.

As shown in FIG. 4, the control means 64 is divided into a creep pressure setting section 64A, a feedforward control section 64B, a speed loop control section 64C and a pressure loop control section 64D.

In the creep pressure setting section 64A, the pressure value PCC before the starting operation is obtained from the engine speed NE by the creep pressure setting map before the starting operation (see FIG. 5) (102), and the throttle opening THRT is also set. The pressure value PCC ′ after the starting operation is obtained from the creep pressure setting map after the starting operation (see FIG. 6) (104). Furthermore,
From the clutch pressure target value CPSP to the clutch touch-off pressure P
The pressure value PCC obtained by subtracting CE, the limit value DPCC for the increase of CPSP-PCE, and the previous value Z ^-1 (106) of the pressure value PCC due to the throttle opening are added (108), and the value obtained by this calculation and the start The smaller value (MIN) of the pressure value PCC 'after the operation is adopted (110), and the pressure value PCC according to the throttle opening is obtained. Pressure value PC after the start operation
C'is a pressure value when the accelerator pedal operation switch 68 is on in the hold mode. Engine speed NE
The pressure value PCC before the start operation and the pressure value PCC calculated by the throttle opening THRT are changed by the accelerator pedal operation switch 68 in the switching unit (112), and the accelerator pedal operation switch 68 is turned off. Sometimes, the pressure value PCC before the start operation by the engine speed NE is adopted, and when the accelerator pedal operation switch 68 is on, the pressure value PCC by the throttle opening THRT is adopted.

In the feedforward control section 64B, the engine generated torque estimated value TRQE is set from the throttle opening THRT based on the feedforward amount setting map (see FIG. 7) (114), and the engine generated torque estimated value TRQE is set. The torque / pressure is changed according to the throttle opening THRT and the belt gear ratio RATC (116).

This torque / pressure change (116) is shown in FIG.
As shown in FIG. 1, the estimated engine generated torque TRQE is multiplied by the belt gear ratio RATC (116A), and this value is multiplied by the torque / pressure conversion coefficient Kc (116B) to obtain the feedforward amount PCLUN (116C).

As shown in FIG. 17, the storage state of the learning value Kf is stored in eight levels Kf1 to Kf8 according to the learning throttle opening THRAV or the throttle opening THRT.

Then, this feedforward amount PCL
For the UN, a filter coefficient FCF1 is obtained from the throttle opening by a filter coefficient map for the feedforward amount (see FIG. 8), and the filter process is performed to obtain the feedforward amount PCLUNF (clutch control operation amount) after the filter process ( 118).

In the speed loop controller 64C,
The engine speed target value NESPC is obtained from the throttle opening degree engine rotation speed target value setting map (see FIG. 9) (see FIG. 9), and the engine speed target value NESPC is calculated from the throttle opening degree to the clutch control engine. The engine speed target value NESP after the filter processing by obtaining the filter coefficient FCF1 from the setting map (see FIG. 10) of the filter coefficient for the rotation speed target value NESP
The CF is calculated (122). Then, the engine speed target value NESPCF after the filter processing and the actual engine speed NE are calculated (124), and the proportional and integral control (PI control) is performed on the calculated value by the throttle opening THRT. (126).

In the proportional-plus-integral control (126), as shown in FIG. 12, the speed loop control gain KASCF of the clutch control after the filter processing is set according to FIG. 13 (1
26A), proportional control (P control) is performed by the speed loop control gain KASCF of the clutch control after this filter processing and the calculated value (126B), and integral control of integral gain Ki / complex variable S (I control) is performed. Do (126
C) The value obtained by the integral control and the value obtained by the proportional control are calculated (126D), and upper and lower limit processing is performed on the calculated value to obtain the speed loop amount (126).
E).

The setting of the speed loop control gain KASCF of the clutch control after the filter processing in FIG.
Speed loop control gain KASC for clutch control based on map from throttle opening THRT (see FIG. 14)
(126A-1) and map (Fig.
Setting) (126A-2), the KASCF filter coefficient FCS2 is set to the speed loop control gain KASC of the clutch control.
(126A-3), and the speed loop control gain KASC of the clutch control after the filter processing is performed.
F is set.

After the proportional-plus-integral control (PI control) (126), the filtered feedforward amount and the speed loop amount are calculated to obtain the pressure value (PCC) (128).

This pressure value PCC and creep pressure controller 64
The pressure value of A is selectively used by the control switching unit (130). This control switching unit selects the pressure value of the creep pressure control unit 64A in the hold mode, and selects the above-mentioned pressure value PCC in the normal start mode.

One of the pressure values selected by the control switching section (130) is added to the clutch touch-off pressure PCE (132). As a result, the clutch pressure target value (CPS
P) is required. This clutch pressure target value is sent to the pressure loop control unit 64D.

The pressure loop control unit 64D calculates the clutch pressure target value CPSP and the clutch pressure PCLUTCH (134), and performs proportional integral control (PI control) (136) on the values obtained by this calculation. The value obtained by the proportional-plus-integral control is calculated as the neutrality NPC of the duty value of the clutch solenoid 50 (138), the value obtained by this calculation is subjected to upper and lower limit processing (140), and the duty value OPWCLU of the clutch solenoid is set. Ask.

Further, as shown in the flow chart of FIG. 1 and the time chart of FIG. 3, the control means 64 performs at least clutch input torque at the time of starting control of the hydraulic clutch 38 by starting the vehicle in clutch control. The feedforward amount is determined by obtaining the clutch torque capacity, the feedforward amount is filtered, and the feedforward control is performed, and at the same time, the feedforward is performed by at least integral control so as to match the actual engine rotation speed with the target engine rotation speed. The speed loop control that corrects the amount is performed, the change amount of the integral value of the speed loop control for a predetermined time is calculated during the start control, and when the start control is entered, the estimated engine torque, the clutch torque capacity, and the clutch control operation amount are calculated. Set any one of And is for the learning control so as to use the next initial value setting control by correcting the initial value by the calculated value.

That is, when the program of the control means 64 starts (step 202), the normal start mode N
Whether or not ST (start control) is determined (step 204), and if this determination (step 204) is YES,
Judgment whether learning conditions are satisfied (step 20
6) is performed, and when the determination (step 204) is NO, it is determined whether or not the normal start mode NST (starting control) is changed to the drive mode DRV (clutch direct connection mode) (step 208).

As shown in FIG. 19, when the learning condition flow chart is started (step 302), it is judged whether the learning condition is satisfied (step 206), that is, the condition C is judged, that is, the hold mode HLD is normally started. It is determined whether the conditions for shifting to the mode NST are normally satisfied (step 304). If the determination (step 304) is YES, the snow mode (S
Judgment of whether or not it is NOW MODE (step 30)
6) is performed, and when the determination (step 304) is NO, the learning condition is not satisfied (step 320) described later.

When the judgment (step 306) is NO, it is judged whether the air conditioner (A / C) is ON (step 308), and the judgment (step 306).
When is YES, the learning condition is not satisfied (step 320) described later.

Further, when the judgment (step 308) is NO, that is, when the air conditioner (A / C) is OFF, it is judged whether the oil temperature is 40 degrees or higher and 145 degrees or lower (step 310). Made and judged (step 308) is YE
If S, that is, if the air conditioner (A / C) is on, the learning condition is not satisfied (step 320) described later.

When it is judged whether the oil temperature is 40 degrees or higher and 145 degrees or lower (step 310), the oil temperature is 40 degrees or less.
If it is in the range of not less than 145 degrees and not more than 145 degrees, it is judged whether the gear ratio is not less than 1.8 (step 312), and in the judgment (step 310), the oil temperature is not less than 40 degrees and not more than 145 degrees. If it is not within the following range, the learning condition is not satisfied (step 320) described later.

When it is determined whether the gear ratio is 1.8 or more (step 312), if the gear ratio is 1.8 or more, it is determined whether a failure has occurred (step 314). If the gear ratio is less than 1.8, the learning condition is not satisfied (step 320) described later.

Further, in the judgment as to whether or not a fail has occurred (step 314), the judgment (step 31
If 4) is NO, it is judged whether or not other learning prohibition conditions are satisfied (step 316), and if the judgment (step 314) is YES, the learning condition which will be described later is not satisfied (step 320). ).

Further, in the judgment as to whether or not the other learning prohibition conditions are satisfied (step 316), if the judgment (step 316) is NO, it is judged that the learning condition is satisfied (step 318). Judgment (step 316)
Is YES, it is determined that the learning condition is not satisfied (step 320), and the program is terminated after each determination (step 318, step 320) (step 32).
2) It is something to do.

If the above determination (step 206) is YES, the elapsed time T _N after entering the normal start mode NST and the learning start time Ta are compared and determined (step 2).
10) and if the determination (step 206) is NO,
Normal start mode NST to drive mode DR
The process proceeds to the determination (step 208) as to whether or not the process has shifted to V (clutch direct connection mode).

Further, when T _N ≧ Ta in the comparison judgment of the elapsed time T _N after entering the normal start mode NST and the learning start time Ta (step 210), the elapsed time T after entering the normal start mode NST T _N is compared with the learning end time Tb (step 212), and if _TN <Ta, the speed loop control integration amount XSC is set as the speed loop control integration amount register XSCRG (step 214). Move to.

In the comparison judgment (step 212) of the elapsed time T _N after entering the normal start mode NST and the learning end time Tb, if T _N ≠ Tb, the program is ended (222). If T _N = Tb, the value obtained by subtracting the speed loop control integration amount XSCRG from the speed loop control integration amount XSC is used as the XSC change amount DXSC (step 2).
Move to 16).

Further, the above-mentioned normal start mode NS
When the determination as to whether or not the drive mode DRV (clutch direct connection mode) is shifted from T (step 208) is YES, the learning value Kf is updated according to FIG. 16 (step 218), and the learning value Kf After performing the updating process (step 218), 0 is set to the change amount DXSC of XSC.
When the determination (step 208) is NO, the learning value Kf is not updated (step 218), and 0 is directly used as the change amount DXSC of XSC (step). 220).

Each process (steps 214 and 21)
6, after step 220), the program ends (22
Move to 2).

The learning value Kf is updated (218) as shown in FIG.
As shown in 6, the change amount D of the integral value of the speed loop control
Multiply XSC and learning correction coefficient ATTDS (21
8A), this value and 1.0 are calculated (218B), and the calculated value is switched to the learning value Kf of a predetermined level corresponding to the learning throttle opening THRAV stored in advance from FIG. 16 (218C), and each level is changed. The learning value Kf is updated according to (218D).

For example, in updating the learning value Kf1 according to the level 1 (218D), the calculated value and the learning value Kf1 for the level 1 corresponding to the learning throttle opening THRAV stored in advance are filtered (218D). -1) and limiter processing (218D-2) are performed to update the learning value Kf1 according to level 1.

The usage of the learning value Kf is shown in FIG.
A description will be given along the flowchart of No. 4.

When the program of the control means 64 is started (step 402), it is first judged whether the normal start mode NST or the special start mode SST is set (step 404), and this judgment (step 404) is YES. In this case, it is determined whether the previous time (Z ^-1 ) was the normal start mode NST or the special start mode SST (step 406).

If this determination (step 406) is NO, the initial value PCLUNI of the feedforward amount is set from the throttle opening (step 408) (see FIG. 22), and this value is fedforward from the belt gear ratio. Setting map of the correction coefficient of the initial value of the amount (see FIG. 23)
Therefore, the correction coefficient Kr of the initial value of the feedforward amount is
Is set (step 410).

After setting the correction coefficient Kr of the initial value of the feedforward amount (step 410),
The learning value Kf is read from (step 412),
Initial value PCL of the feedforward amount after filtering
UNI is multiplied by the correction coefficient Kr and the learning value Kf (PCLU
NI * Kr * Kf) and set the initial value of the feedforward amount after the filter processing (PCLUNF) (step 414).

If the determination as to whether the previous time (Z ^-1 ) was the normal start mode NST or the special start mode SST (step 406) is YES, the setting map of the engine generated torque estimated value from the throttle opening (Fig. 7), the engine generated torque estimated value TRQE
Is set (step 416), and the belt speed ratio RATC and torque / torque /
Multiply by the pressure change coefficient Kc to obtain the feedforward amount P
CLUN is calculated (step 418), and the filter processing is performed to obtain the feedforward amount P after the filtering processing.
CLUNF is calculated (step 420).

Processing (step 414, step 420)
After that, other start control is performed (step 422), and the program is ended (step 424).

On the other hand, the above-mentioned normal start mode NS
When the determination as to whether it is T or the special start mode SST (step 404) is NO, the clutch control in other modes (step 426) is performed, and the program ends (step 424).

This makes it possible to improve the start-up characteristics immediately after entering the start-up control and to improve the start-up characteristics in the middle / latter half of the start-up control.

Further, by realizing the feedforward control which reflects the actual state of the engine and the clutch, the target value followability of the speed loop control is improved and the following operational effects can be obtained. (1) It is possible to reduce the influence of individual differences in engine and clutch, secular change, operating environment, and the like. (2) Driving performance (drivability) at the time of starting can be improved. (3) The power performance at the time of starting can be secured. (4) Robustness (robustness) of start control can be improved. (5) Development, mainly tuning reduction can be realized.

Furthermore, since the starting control of the present invention can be realized by only a slight change in the program of the control means 64,
The structure is simple and the cost can be kept low.

The present invention is not limited to the above-mentioned embodiment, but various application modifications are possible.

For example, in the embodiment of the present invention, the clutch has been described as a hydraulic clutch, but in addition to the hydraulic clutch, it can be used for any clutch such as a powder clutch (see FIG. 21) whose torque capacity can be electronically adjusted. It is possible.

Further, in the embodiment of the present invention, the transmission is a hydraulic transmission such as a continuously variable transmission (SCVT).
However, the invention can be applied to any type of transmission having an electronic clutch.

[0081]

As is apparent from the above detailed description, according to the present invention, a transmission is connected to an engine mounted on a vehicle, and a clutch capable of electronically adjusting a clutch torque capacity is provided in the transmission. When the vehicle is started and the starting control of the clutch is performed, the feedforward amount is determined by obtaining the clutch torque capacity at least corresponding to the clutch input torque, and the feedforward amount is filtered to perform the feedforward control. At the same time, perform speed loop control to correct the feedforward amount by at least integration control so that the actual engine speed matches the target engine speed, and change the amount of change in the integral value of the speed loop control for a predetermined time during start control. Computation and start control Estimated engine torque and clutch torque Since any one of the capacity and the clutch control operation amount is set to an initial value, the initial value is corrected by the calculated value, and learning control is performed so as to be used for the next initial value setting control, the start control is performed. It is possible to improve the start-up characteristics immediately after entering the entrance, and improve the start-up characteristics in the middle and second half of the start control.
Further, the feedforward control that reflects the actual state of the engine and the clutch can be realized, so that the target value tracking performance of the speed loop control is improved. In addition, it is possible to reduce the influence of individual differences of engines and clutches, secular change, operating environment, etc., and improve the driving performance (drivability) at the time of starting, and secure the power performance at the time of starting. As a result, the robustness (robustness) of start control can be improved, and development, mainly tuning can be reduced. Further, since the starting control of the present invention can be realized by only a slight change in the program of the control means, the structure is simple and the cost can be kept low.

[Brief description of drawings]

FIG. 1 is a flowchart of clutch control.

FIG. 2 is a time chart of a starting characteristic after learning of clutch control.

FIG. 3 is a time chart of a starting characteristic before learning of clutch control.

FIG. 4 is a block diagram of clutch control at the time of starting.

FIG. 5 is a diagram of a creep pressure setting map before a start operation.

FIG. 6 is a diagram of a creep pressure setting map after a start operation.

FIG. 7 is a diagram of a feedforward amount setting map.

FIG. 8 is a diagram of a setting map of a filter coefficient of a feedforward amount.

FIG. 9 is a diagram of a target value setting map for speed loop control.

FIG. 10 is a diagram of a filter coefficient setting map of an engine speed target value for clutch control.

FIG. 11 is a block diagram of torque / pressure change of the feedforward control unit.

FIG. 12 is a block diagram of PI control of a speed loop control unit.

FIG. 13 is a block diagram of a proportional control gain of a speed loop control unit.

FIG. 14 is a diagram of a setting map of a proportional control gain of a speed loop control unit.

FIG. 15 is a diagram of a KASC filter coefficient setting map.

FIG. 16 is a diagram showing an updated state of a learning value.

FIG. 17 is a diagram showing a storage state of learning values.

FIG. 18 is a system configuration diagram of a continuously variable transmission.

FIG. 19 is a flowchart for determining learning conditions.

FIG. 20 is a diagram showing characteristics of a hydraulic clutch.

FIG. 21 is a diagram showing characteristics of an electromagnetic powder clutch.

FIG. 22 is a diagram showing a setting map of an initial value of a feedforward amount.

FIG. 23 is a diagram showing a setting map of a correction coefficient for an initial value of a feedforward amount.

FIG. 24 is a flowchart showing how the learning value Kf is used.

[Explanation of symbols]

 2 engine 4 continuously variable transmission 38 hydraulic clutch 64 control means

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[Procedure amendment]

[Submission date] September 12, 1996

[Procedure amendment 1]

[Document name to be amended] Statement

[Correction target item name] 0008

[Correction method] Change

[Correction contents]

Further, by setting the feedforward amount (initial value) according to the throttle opening THRT at the time of entry into the start control, the target engine rotation speed NESP of the clutch control after the filter processing, which is the target value of the engine rotation speed NE.
Although it is easy to match with CF and the starting characteristic is improved, there is a disadvantage that the starting characteristic is deteriorated due to individual differences of engines and clutches, aging, operating environment, etc. (see FIG. 2).

[Procedure amendment 2]

[Document name to be amended] Statement

[Name of item to be corrected] 0029

[Correction method] Change

[Correction contents]

The control means 64 inputs various signals,
At the time of starting control of the hydraulic clutch 38 when the vehicle is started, the clutch torque capacity corresponding to the clutch input torque expected at least according to the engine load demand (for example, throttle opening degree) is calculated to obtain the feedforward amount (clutch control). (Operation amount) is determined, and the feedforward amount is filtered to perform feedforward control, and at least integral control is performed to match the actual engine rotation speed with the target engine rotation speed set according to the required engine load. The speed loop control is performed to correct the feedforward amount according to the above, and the change amount of the integral value of the speed loop control for a predetermined time is calculated during the start control, and the estimated torque of the engine, the torque capacity of the clutch, and the clutch when the start control enters. One of the control operation amount Set the initial value of the feedforward quantity in accordance with the required load amount is for the learning control so as to use the next initial value setting control by correcting the initial value by the calculated value.

[Procedure 3]

[Document name to be amended] Statement

[Correction target item name] 0041

[Correction method] Change

[Correction contents]

In the feedforward control section 64B, the engine generated torque estimated value TRQE is set from the throttle opening THRT based on the feedforward amount setting map (see FIG. 7) (114), and the engine generated torque estimated value TRQE is set. The torque / pressure is changed according to the torque / pressure conversion coefficient Kc and the belt gear ratio RATC (116).

[Procedure amendment 4]

[Document name to be amended] Statement

[Correction target item name] 0042

[Correction method] Change

[Correction contents]

This torque / pressure change (116) is shown in FIG.
1, the engine generated torque estimated value TRQE is multiplied by the belt gear ratio RATC (116A), and this value is multiplied by the torque / pressure conversion coefficient Kc (116B) to obtain the feedforward amount PCLUN.

[Procedure Amendment 5]

[Document name to be amended] Statement

[Name of item to be corrected] 0045

[Correction method] Change

[Correction contents]

In the speed loop controller 64C,
The engine speed target value NESPC is obtained from the throttle opening degree engine rotation speed target value setting map (see FIG. 9) (see FIG. 9), and the engine speed target value NESPC is calculated from the throttle opening degree to the clutch control engine. The engine speed target value NESP after the filter processing by obtaining the filter coefficient FCS1 from the setting map (see FIG. 10) of the filter coefficient for the rotation speed target value
The CF is calculated (122). Then, the engine speed target value NESPCF after the filter processing and the actual engine speed NE are calculated (124), and the proportional and integral control (PI control) is performed on the calculated value by the throttle opening THRT. (126).

[Procedure correction 6]

[Document name to be amended] Statement

[Correction target item name] 0052

[Correction method] Change

[Correction contents]

Further, as shown in the flow chart of FIG. 1 and the time chart of FIG. 3, the control means 64 performs at least clutch input torque at the time of starting control of the hydraulic clutch 38 by starting the vehicle in clutch control. The feedforward amount is determined by obtaining the clutch torque capacity, the feedforward amount is filtered, and the feedforward control is performed, and at the same time, the feedforward is performed by at least integral control so as to match the actual engine rotation speed with the target engine rotation speed. The speed loop control that corrects the amount is performed, the change amount of the integral value of the speed loop control for a predetermined time is calculated during the start control, and when the start control is entered, the estimated engine torque, the clutch torque capacity, and the clutch control operation amount are calculated. Feed one of Set the initial value of the word weight is for the learning control so as to use the next initial value setting control by correcting the initial value by the calculated value.

[Procedure amendment 7]

[Document name to be amended] Statement

[Correction target item name] Brief description of drawings

[Correction method] Change

[Correction contents]

[Brief description of drawings]

FIG. 1 is a flowchart of clutch control.

FIG. 2 is a time chart of starting characteristics before learning of clutch control.

FIG. 3 is a time chart of a starting characteristic after learning of clutch control.

FIG. 4 is a block diagram of clutch control at the time of starting.

FIG. 5 is a diagram of a creep pressure setting map before a start operation.

FIG. 6 is a diagram of a creep pressure setting map after a start operation.

FIG. 7 is a diagram of a feedforward amount setting map.

FIG. 8 is a diagram of a setting map of a filter coefficient of a feedforward amount.

FIG. 9 is a diagram of a target value setting map for speed loop control.

FIG. 10 is a diagram of a filter coefficient setting map of an engine speed target value for clutch control.

FIG. 11 is a block diagram of torque / pressure change of the feedforward control unit.

FIG. 12 is a block diagram of PI control of a speed loop control unit.

FIG. 13 is a block diagram of a proportional control gain of a speed loop control unit.

FIG. 14 is a diagram of a setting map of a proportional control gain of a speed loop control unit.

FIG. 15 is a diagram of a KASC filter coefficient setting map.

FIG. 16 is a diagram showing an updated state of a learning value.

FIG. 17 is a diagram showing a storage state of learning values.

FIG. 18 is a system configuration diagram of a continuously variable transmission.

FIG. 19 is a flowchart for determining learning conditions.

FIG. 20 is a diagram showing characteristics of a hydraulic clutch.

FIG. 21 is a diagram showing characteristics of an electromagnetic powder clutch.

FIG. 22 is a diagram showing a setting map of an initial value of a feedforward amount.

FIG. 23 is a diagram showing a setting map of a correction coefficient for an initial value of a feedforward amount.

FIG. 24 is a flowchart showing how the learning value Kf is used.

[Explanation of reference numerals] 2 engine 4 continuously variable transmission 38 hydraulic clutch 64 control means

[Procedure amendment 8]

[Document name to be amended] Drawing

[Correction target item name] Fig. 1

[Correction method] Change

[Correction contents]

FIG.

[Procedure amendment 9]

[Document name to be amended] Drawing

[Correction target item name] FIG.

[Correction method] Change

[Correction contents]

FIG. 16

Claims (2)

[Claims] 1. A transmission is connected to an engine mounted on a vehicle, and a clutch capable of electronically adjusting a clutch torque capacity is provided on the transmission. When the vehicle is started, a clutch operation is performed. At the time of start control, at least the clutch torque capacity corresponding to the clutch input torque is calculated to determine the feedforward amount, the feedforward amount is filtered to perform feedforward control, and the target engine speed is set to the actual engine speed. Perform speed loop control to correct the feedforward amount by at least integral control so as to match, calculate the amount of change of the integral value of the speed loop control for a predetermined time during the start control, and estimate the generated torque of the engine when the start control enters. One of the clutch torque capacity and the clutch control operation amount A starting control device for a clutch, characterized in that a control means is provided to set one to an initial value, correct the initial value by the calculated value, and perform learning control for use in the next initial value setting control. 2. The start control device for a clutch according to claim 1, wherein the initial value correction operation is an initial value correction operation that is performed for each engine required load amount.