JPS59197626A - Control device for automatic hydraulic clutch - Google Patents

Abstract

PURPOSE:To prevent empty blow and erroneous start, by making both engine rotational speed signal hydraulic pressure and start regulating hydraulic pressure act upon a starting valve in opposite directions so that the start regulating pressure and the rotational speed of the engine are set in their predetermined relation. CONSTITUTION:The positon of a spool 206 in a starting valve 116 is determined by the force balance between a rightward force by both start hydraulic pressure at a port 204a and start regulating hydraulic pressure which acts on the difference between the areas of rands 206b, 206c, and a leftward force by both drive pulley rotational speed signal hydraulic pressure at a port 204e which acts on the difference between the areas of rands 206c, 206d and engine roational speed signal hydraulic pressure at a port 204f. Upon starting no drive pulley rotaional speed signal hydraulic pressure acts on the port 204e of the starting valve 116. Accordingly, the starting pressure is slowly raised accompanied with the rise of both start sdjusting pressure and engine rotational speed, and therefore, the clutch is gradually engaged.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Technical Field The present invention relates to a control device for a hydraulic automatic clutch.

(b) Conventional technology In the case of a vehicle with an automatic clutch operated by hydraulic pressure, it is necessary to smoothly engage the clutch at the time of starting, and the clutch supply hydraulic pressure is increased according to the input rotation speed (engine rotation speed). There is one that allows the clutch to be engaged. However, such automatic clutches have the following problems. In other words, the clutch must be released when the engine is idling when the vehicle is stopped, but if the clutch supply oil pressure during idling is too low than the oil pressure at which the clutch starts to engage, it will take time to start the clutch engagement. This will cause the engine to run dry.On the other hand, if the clutch supply oil pressure during idling is set to the oil pressure just before clutch engagement starts, the idling rotational speed will fluctuate (when the choke or cooler is used, the idling rotational speed will change). (becomes high), the clutch supply oil pressure may exceed the clutch engagement start oil pressure and cause the engine to start erroneously.Therefore, with conventional hydraulic automatic clutches,
It was necessary to tolerate a certain degree of engine drying during start-up and the resulting shock caused by sudden engagement.

(C) Purpose of the Invention The present invention provides a hydraulic automatic system that can always obtain the desired clutch supply oil pressure regardless of fluctuations in engine speed, thereby preventing engine revving and erroneous starting. The purpose is to obtain a clutch control device.

(This) Structure of the Invention The present invention makes the engine rotation speed signal oil pressure and the start adjustment pressure act in opposite directions on a starting valve that regulates the clutch supply oil pressure, and the start adjustment pressure has a predetermined relationship with the engine rotation speed. By setting the hydraulic pressure to the clutch, the above object is achieved by, for example, always keeping the clutch supply oil pressure in the state immediately before the clutch is engaged. That is,
The present invention provides a first engine rotation speed detection device that generates an engine rotation speed signal hydraulic pressure corresponding to the engine rotation speed, a second engine rotation speed detection device that detects the engine rotation speed as an electrical signal, and a second engine rotation speed detection device that detects the engine rotation speed as an electrical signal. A start adjustment valve that generates a start adjustment pressure according to the engine speed signal and the start adjustment pressure, a starting valve that uses the engine rotation speed signal oil pressure and start adjustment pressure as a control signal oil pressure to adjust the start pressure that is the clutch supply oil pressure, and the engine when the vehicle is stopped. It is comprised of an electronic control device that applies an electric signal corresponding to the electric signal from the second engine rotational speed detection device to the start regulating valve in a predetermined relationship during idling.

(e) Examples Examples of the present invention will now be described with reference to FIGS. 1 to 6 of the accompanying drawings.

(First embodiment) Fig. 1 shows a forward clutch 4 which is a hydraulic automatic clutch.
and a power transmission mechanism of a continuously variable transmission equipped with a reverse clutch 24. This continuously variable transmission transmits the rotation of the input shaft 2 to the output shafts 76 and 78 via the drive pulley 6, bell) 50, driven pulley 51, etc. by engaging the forward clutch 4 or the reverse clutch 24. can do. This continuously variable transmission includes an input shaft 2, a forward clutch 4, a drive pulley 6, a drive shaft 8, an oil pump 10, a drive gear 12,
Driven gear 14, rotating groove 16, oil pool 18, pitot tube 20, subshaft 22, reverse clutch 24, gear 26.2
8.30.32 and 34, piston chambers 36 and 3B, fixed conical plate 40, drive pulley cylinder chamber 42, movable conical plate 44, rotating groove 46, oil reservoir 47, pill--pipe 4
8, ■ Belt 50, driven pulley 51, driven @'52, fixed conical plate 54, driven pulley cylinder chamber 56, spring 57, movable conical plate 58, gear 60, ring gear 62
, a differential case 64, pinion gears 66 and 68, a differential device 70, side gears 72 and 74, and output shafts 76 and 78, but a detailed explanation of these 7 will be omitted. Regarding the structure of the parts whose explanation is omitted, please refer to the Japanese Patent Application No. 1846-1985 filed by the present applicant.
No. 27 “Control device for hydraulic automatic clutch” (1982)
(filed on October 22, 2013).

FIG. 2 shows a control device for a continuously variable transmission including a control device for a hydraulic automatic clutch according to the present invention. As shown in FIG. 82, the control device for this continuously variable transmission includes an oil pump 10,
Line pressure regulating valve 102, manual valve 104, speed change control valve 106, clutch/wheel complete engagement control valve 108, speed change motor (step morph) 110, speed change operation mechanism 112, throttle valve 114, starting valve 116, start adjustment valve 118 , a maximum gear ratio holding valve 120, a reverse inhibit valve 122, a lubricating valve 124, a tank 130, an electronic control device 300, etc., which are connected to each other as shown in the figure, and the front.

Piston chamber 36 of forward clutch 4, reverse clutch 24
It is also connected to the piston chamber 38, the driving pulley cylinder chamber 42, the driven pulley cylinder chamber 56, and the pitot tubes 20 and 48. Hereinafter, the starting valve 116, the start adjustment valve 118, and parts related to these, which are directly related to the present invention, will be explained in detail, and the detailed explanation of other valves and the like will be omitted. The structure of the parts whose explanation is omitted is explained in the above-mentioned Japanese Patent Application No. 184627-1983.
listed in the number.

The starting valve 116 has ports 204a and 204b.
, 204c, 204d, 204e and 204f, and a spool 206 having lands 206a, 206b, 206c and 206d (note that the land 20
6a on the left side in the figure (the diameter is tapered) and the spring 2 that pushes the spool 206 to the left in the figure.
It consists of 08. The port h204a communicates with an oil passage 140 connected via an orifice 210 to an oil passage 162 that is a throttle pressure circuit. The port 204b is drained via an oil passage 200 (this oil passage communicates between the oil pump 10 and the strainer 131), which is a drain circuit.

Port 204c is also a drain port. port 204
d is connected to the start adjustment valve 118 via an oil passage 212. Port 204e communicates with port 186b of clutch complete engagement control valve 108 through oil passage 190. Port 2'04f is connected to pitot tube 2 by oil passage 214.
It communicates with o. That is, a signal hydraulic pressure corresponding to the rotational speed of the input shaft 2 (that is, an engine rotational speed signal hydraulic pressure) is supplied to the port 204f. port 204
Orifices 216, 218 and 220 are provided at the inlets of port 204e and port 2o4f, respectively.

The starting valve 116 has a function of discharging oil from the port 204a to the port 204b depending on the position of the spool 206, thereby setting the oil pressure (starting pressure) in the oil passage 140 to a pressure lower than the throttle pressure. That is, when the spool 206 is located on the left side in the figure, the clearance from the port 204a to the port 2o4b is small, so the oil pressure of the port 204'a is high, and conversely, the spool 2
When 06 moves to the right side in the figure, port 204a to port)
The gap to port 204b becomes larger, the amount of oil leaking increases, and the oil pressure of port 1-204a becomes lower. Note that the oil passage 162, which is the throttle pressure circuit, and the oil passage 140, which is the start pressure circuit, are connected through the orifice 210, so even if the oil pressure in the oil passage 140 becomes low, the throttle pressure in the oil passage 162 remains constant. is virtually unaffected. Spool 206
The position of the port 1-204 acting on the land 206a is
The force due to the hydraulic pressure (start pressure) of a and the land 206b
and the rightward force due to the hydraulic pressure (start adjustment pressure) that acts on the area difference between lands 206c and 206c, and the hydraulic pressure (of port 204e) that acts on the area difference between lands 206c and 206a.
Force due to drive pulley (rotation speed signal hydraulic pressure) and land 2
It is determined by the balance with the leftward force of the hydraulic pressure of port 1-204f (engine rotational speed signal hydraulic pressure) acting on port 06d. In other words, the star (described below)
The higher the start adjustment pressure in the oil passage 212 obtained by the adjustment valve 118, the lower the start pressure in the oil passage 140, and the higher the engine rotation speed signal oil pressure and drive pulley rotation speed signal oil pressure, the higher the start pressure. When starting,
Since the rod 182 of the clutch complete engagement control valve 108 has moved to the farthest left and the oil passage 190 has been drained, the drive boolean rotation speed hydraulic signal is not acting on the port 204e of the starting valve 116. . Therefore, the start pressure is controlled by the start adjustment pressure and the engine speed signal oil pressure, and gradually increases as the engine speed increases. This start pressure is supplied to the forward clutch 4 (or the reverse clutch 24), which is gradually engaged to enable a smooth start. When the start progresses to a certain extent, the clutch complete engagement control valve 108 is switched by the action of the step motor 110, and the oil passage 190 is switched.
The drive pulley rotational speed signal oil pressure is supplied to the port 204e through the port 204e, and the start pressure increases rapidly. As a result, the forward clutch 4 (or the reverse clutch 24) is securely engaged and there is no slippage.

The start adjustment valve 118 is connected to the oil port (22) of the oil passage 212.
2 (This port 222 is connected to the oil passage 20 which is a drain circuit.
0) is configured by a force smoke 224 whose discharge amount can be adjusted by a plunger 224a. Low-pressure oil is supplied to the oil passage 212 from an oil passage 164, which is a lubricating oil passage, through an orifice 226. Since the force smoke 224 discharges oil from the oil passage 212 in substantially inverse proportion to the amount of energization, the oil pressure (start adjustment pressure) of the oil passage 212 is controlled by the amount of energization. The amount of current applied to the force motor 224 is determined by the speed change control device 30 as described later.
Controlled by 0. When the vehicle is stopped and in an idling state, the start pressure (hydraulic pressure regulated by the starting valve 116) is controlled by the start adjustment pressure obtained by the start adjustment valve 118 to either the forward clutch 4 or the reverse hydraulic pressure. The clutch 24 is controlled, for example, to be in a state immediately before starting engagement, which will be described later. Since this start pressure is always supplied to the forward clutch 4 or the reverse clutch 24 before starting, the forward clutch 4 or the reverse clutch 24 starts to engage immediately as the engine speed increases. This will also be discussed later.

Next, the speed change control device 300 that controls the operation of the speed change motor (step motor) 110 and the force smoke 224 will be explained.

As shown in FIG. 3, the shift control bag W300 includes an engine speed sensor 301, a vehicle speed sensor 302, and a throttle opening sensor (or intake pipe negative pressure sensor) 303.
, a shift position switch 304, a speed change reference switch 298, a carrot cooling water temperature sensor 306, and a brake sensor 307. An engine rotation speed sensor 301 detects the engine rotation speed from the ignition pulse of the engine, and a vehicle speed sensor 302 detects the vehicle speed from the rotation of the output shaft of the continuously variable transmission. A throttle opening sensor (or intake pipe negative pressure sensor) 303 detects the throttle opening of the engine as a voltage signal (in the case of an intake pipe negative pressure sensor, the intake pipe negative pressure is detected as a voltage signal). The shift position switch 3゜4 is set so that the manual valve 104 is set to P, R, N, D, L.
Detects the position in the throat. Shift reference switch 29
Reference numeral 8 denotes a switch that is turned on when the opening/end 182 of the speed change operation mechanism 112 comes to the position where the speed change ratio is greatest. Engine coolant temperature sensor 306 generates a signal when the engine coolant temperature is below a certain value. Brake sensor 307 detects whether the vehicle's brakes are being used. Engine speed sensor 301
and the signals from the vehicle speed sensor 302 are input to the input interface 3 through waveform shapers 3'08 and 309, respectively.
The voltage signal from the throttle opening sensor (or intake pipe negative pressure sensor) 30375) is converted into a digital signal by the AD converter 310 and sent to the input interface 3114. Gear shift control device 300
has an input interface 311, a CPU (central processing unit) 313, a reference pulse generator 312, a ROM (read only memory) 314, a RAM (random access memory) 315, and an output interface 316.
These are communicated by an address bus 319 and a data bus 320. Reference pulse generator 31
2 generates a reference pulse that activates the CPU 313. The ROM 314 stores a program for controlling the step motor 110 and the force smoke 224, and data necessary for the control. In RAM315,
Temporarily stores information from each sensor and switch, parameters required for control, etc. The output signal from the speed change control device 300 is transmitted to an amplifier 317 and a current controller 3, respectively.
It is output to the step motor 110 and force smoke 224 via 18.

Next, the details of the specific control of the force smoke 224 performed by the shift control device 300 will be explained. In addition, the variable speed control bag @ 300 is the step motor 11
0 control is also performed, but since this has no direct relation to the present invention, its explanation will be omitted. The parts whose explanation is omitted are the same as those described in the above-mentioned Japanese Patent Application No. 184627/1983.

A force motor control routine 500 is shown in FIG. The force smoke control routine 500 adjusts the start pressure via the start adjustment valve 118 and the starting valve 116 when the engine is idling, and adjusts the start pressure through the forward clutch 4.
(or the reverse clutch 24) to a state immediately before starting engagement. This force smoke control routine 50
0 is performed at regular intervals (that is, the following routine is repeatedly executed within a short period of time). First, the throttle opening TH is read from the throttle opening sensor 303 (step 501), the vehicle speed ■ is read from the vehicle speed sensor 302 (step 503), and then in step 505, the vehicle speed ■ is set to a predetermined small value ■0 or less If it is less than a predetermined value 0, it is determined in step 507 whether the throttle opening TH is less than a predetermined small value THo, and if it is less than a predetermined value THo (
That is, if the vehicle is stopped and the engine is in an idling state, the process proceeds to step 509, where the engine rotation speed NE is read from the engine rotation speed sensor 30'l. Note that if it is determined in steps 505 and 507 that V'>Vo or THI>THo, the process advances to step 527 and the force smoke current signal is the same as in the previous routine, that is, V>V.

Alternatively, the current signal just before TH>THo is output.

After reading the engine rotational speed NE in step 509, the process proceeds to step 511 to calculate the force smoke current signal. The force smoke current signal is calculated by the formula (1): I=C, @Nε-CZ@Kisturn (in addition, it can also be read from the map of the ROM 314 as described later). ). here,
C and C2 are constants as described below.

By setting the current signal as described above, the start pressure Ps can be set to a constant value determined by the spring 208, as shown below.

The balance equation for the start valve 116 is as follows.

ASIIPs=AE IIPε−AcIIPc+F・
Fist / Life / (2) AS: Land 20
Pressure-receiving area AE of land 206d: Pressure-receiving area Ac of land 206d + area difference between lands 206C and 206b PS Ni-start pressure PE: Engine speed signal oil pressure PC Ni-start adjustment pressure F Setting forces PE and PL of Ni-spring 208 are as follows, respectively. It is given by Eq.

pE= a IINE @ e * * *
(3) PL=bφI2+C-I ・・φ・・
(4) (a, b, and C are constants) The above-mentioned 01 and C2 are set to the following values.

C1= (AE-a)/(AC-b)・・(5
)C2=c/2b 6 Conflict 6
@ e (6) These equations (5) and (6) are converted into (1)
Substituting into the formula, I = (AE aa)/(Ac 0b)s
Np -c/2b...◆... (7) Furthermore, by substituting this equation (7) into equation (4), PC=b
・(N13・(AEIIa) /(Ac・b)−c2/4b 2) Here, if C2/4 b2 is ignored as a small value, PC
=NE 2*(AE aa ・b)/(Ac@b) fist
・ ・ ・ ・ (8) (3) formula and (8)
When PE and Pc in the equation are substituted into equation (2), AsePs=F, that is, ps=F/As, and the starting pressure Ps becomes a constant value determined by F and As. The values of F and As are set so that the start pressure Ps becomes the oil pressure immediately before the clutch is engaged.

Step 5 The current signal construction shown by the above equation (1)
After performing the calculation in step 11, the process proceeds to step 527, where the current signal signal is output.

Eventually, through the above series of steps, the starting pressure Ps
is maintained at the oil pressure 44 immediately before the engagement of the forward clutch 4 (or the reverse clutch 24) (that is, the oil pressure at which engagement starts when slightly higher than this). Therefore, when the engine speed increases from this state, the starting pressure Ps becomes the oil pressure obtained by adding the oil pressure corresponding to the engine speed to the constant pressure before the start of engagement due to the action of the starting valve 116, and the forward clutch 4 (or the reverse latch 24) is fastened and the vehicle starts moving. This makes it possible to obtain a stable starting operation without any problems such as engine idling or erroneous starting, regardless of fluctuations in the idle speed of the engine. This is because the engine's idle speed will not match the normal setting value when the choke is used, the cooler is used, or the engine is malfunctioning. This is because the pressure is controlled to be the same.

In addition, in the second embodiment, the force smoke current signal I was calculated using the above formula in step 511.
The force motor current signal may be read out from a map stored in the ROM 314. In this case, since the map can be created taking into account even the minute amount ignored in the above example, the start pressure Ps can be more precisely maintained at a predetermined value. Further, in this case, by slightly changing the numerical value of the map, it is also possible to slightly increase the start pressure Ps in accordance with the engine speed, even during idling, for example. By doing so, when the engine speed during idle link is high, the clutch is slightly engaged, allowing gentle running.

(Second Embodiment) FIG. 85 shows a second embodiment of the present invention. This second embodiment has a mechanism for adjusting the spring force of the start valve 116. That is, a catch 207 is provided to support one end of the spring 208, and the catch 207 is adjusted.
209 makes it possible to fix it in a predetermined position. The other configurations are the same as in the first embodiment. By doing so, the setting force of the spring 208 can be adjusted from the outside, and the starting pressure Ps during idling can be adjusted to an appropriate value.

(Third Embodiment) FIG. 6 shows a third embodiment of the present invention. In this third embodiment, a constant starting pressure Ps during idling is created without using the spring 208 in the first and second embodiments. That is, spool 2
Adjustment bolt 20 so that it touches the right end in Fig. 6 of 06
9 is provided. The rightward limit position of the spool 206 is set by the adjustment bolt 209. Spool 20
Even when the right end of the spool 206 is in contact with the adjustment bolt 209, the clearance between the conical part of the left end of the spool 206 and the spool hole is set not to exceed a predetermined value. Therefore, a predetermined hydraulic pressure is generated in the port 204a according to the amount of leakage in this state. The position of the adjustment bolt 209 is set so that this oil pressure becomes the value immediately before the clutch is engaged. It is clear that the same functions and effects as described above can be obtained in this third embodiment as well.

(f) As described in detail, according to the present invention, in a control device for a hydraulic automatic clutch that is engaged by clutch supply oil pressure that increases in accordance with the engine rotation speed, the engine rotation speed corresponding to the engine rotation speed is A first engine rotation speed detection device (in the described embodiment, pitot tube 20) that generates a speed signal oil pressure, and a second engine rotation speed detection device (engine rotation speed sensor 301) that detects the engine rotation speed as an electrical signal. , a start adjustment valve (11) that generates a start adjustment pressure according to an applied electric signal
8), a starting valve 3tts) that regulates the clutch supply oil pressure starting pressure using the engine rotation speed signal oil pressure and start adjustment pressure as the control signal oil pressure, and a second engine rotation speed detection device when the engine is idling while the vehicle is stopped. an electronic control device (300) that provides an electric signal corresponding to the electric signal from the start regulating valve in a predetermined relationship;
Therefore, it is possible to maintain the hydraulic automatic clutch in a state where a constant torque is transmitted at all times before the engine is started, and it is possible to prevent the engine from revving or the vehicle from starting erroneously.

[Brief explanation of drawings]

Fig. 1 is a sectional view of a V-belt continuously variable transmission, Fig. 2 is a diagram showing the entire control device, Fig. 3 is a block diagram showing the control device, Fig. 4 is a diagram showing the force motor control routine, 5
The figure shows a second embodiment of the invention, and FIG. 6 shows a third embodiment of the invention. 20 races... Pitot tube (first engine speed detection device)
, 116φ starting valve, 118...start adjustment valve, 300...speed change control device (electronic control device)
, 301... Engine rotation speed sensor (second engine rotation speed detection device). Fig. 4 500 "-One Piece One-i--■Play------Dress-1 God--
―Rock---Procedural amendments Showa evening and 2015, 2019, 2016, 2013, 2013, 2013, the Commissioner of the Japan Patent Office, Mr. Kazuo Wakasugi, 1, Indication of the case, Patent application No. 070095, filed in 1982, 2, Name of the invention, Hydraulic automatic glatch control device 3 , Relationship with the case of the person making the amendment Patent application Person Address 2 Takaracho, Kanayō-ku, Yokohama-shi, Kanagawa Prefecture Name (Name) (399) Representative of Nissan Motor Co., Ltd.
Shun Ishihara 4, Agent address: 3rd floor, Sawaji Building, 6-5-3 Shinbashi, Minato-ku, Tokyo
〒105 Telephone 434-8501 Name (8
534) Patent attorney Toshiyuki Miyauchi 5, date of supplementary order 6, number of inventions increased by the amendment O 7, column 8 for detailed explanation of the invention in the specification to be amended, statement of contents of the amendment No. 17 rp on page 10 and 11 lines, =a・NE −ψ・(3) PL=b conflict 2 + C・ ■ ・ ・ ・ (4
)” is changed to “PE = a ” NE 2@66 (3) Pc=
, b*I2+c・I cloudy... (4) Correct as J.

Claims (1)

[Scope of Claims] In a control device for a hydraulic automatic clutch that is engaged by clutch supply oil pressure that increases in accordance with the engine rotation speed, a first engine rotation speed detection device that generates an engine rotation speed signal oil pressure that corresponds to the engine rotation speed. a second engine rotation speed detection device that detects the engine rotation speed as an electric signal; a start adjustment valve that generates a start adjustment pressure according to the applied electric signal; and an engine rotation speed signal that controls the oil pressure and the start adjustment pressure. A starting valve that regulates the starting pressure, which is the clutch supply oil pressure, as a signal oil pressure, and a start adjustment valve that adjusts the electric signal corresponding to the electric signal from the second engine rotation speed detection device in a predetermined relationship when the engine is idling while the vehicle is stopped. A control device for a hydraulic automatic clutch, characterized in that it has an electronic control device that provides.