JP3099206B2 - Start control device for fluid coupling - Google Patents
Start control device for fluid couplingInfo
- Publication number
- JP3099206B2 JP3099206B2 JP2828392A JP2828392A JP3099206B2 JP 3099206 B2 JP3099206 B2 JP 3099206B2 JP 2828392 A JP2828392 A JP 2828392A JP 2828392 A JP2828392 A JP 2828392A JP 3099206 B2 JP3099206 B2 JP 3099206B2
- Authority
- JP
- Japan
- Prior art keywords
- fluid coupling
- engine
- pressure
- clutch
- hydraulic pressure
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H2061/6604—Special control features generally applicable to continuously variable gearings
- F16H2061/6608—Control of clutches, or brakes for forward-reverse shift
Landscapes
- Control Of Transmission Device (AREA)
- Control Of Fluid Gearings (AREA)
Description
【0001】[0001]
【産業上の利用分野】本発明はエンジンの回転力を無段
変速機に断続自在に伝達する流体継手を備えた動力伝達
系に配備される流体継手の発進制御装置、特に、流体継
手制御手段がエンジンの運転情報に応じて流体継手の断
接操作を行う流体継手の発進制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a starting control device for a fluid coupling provided in a power transmission system having a fluid coupling for intermittently transmitting the rotational force of an engine to a continuously variable transmission, and more particularly to a fluid coupling control means. The present invention relates to a start control device for a fluid coupling that performs a connection / disconnection operation of the fluid coupling according to operation information of the engine.
【0002】[0002]
【従来の技術】従来、車両のエンジンに接続される動力
伝達系として流体継手、前後進切り換え部、無段変速
部、終減速機、ディファレンシャル及び車輪と続くもの
が知られている。2. Description of the Related Art Hitherto, as a power transmission system connected to an engine of a vehicle, a power transmission system connected with a fluid coupling, a forward / reverse switching unit, a continuously variable transmission unit, a final reduction gear, a differential, and wheels has been known.
【0003】ここでの流体継手としてダンパクラッチは
エンジン一体接合のコンプレッサとこれに接離すると共
に変速機側に接続するタービンとを備え、クラッチ制御
弁から接合油圧路を介して供給された圧油によって接合
し、断油圧路よりの圧油を受けて分断するように構成さ
れる。従来、このダンパクラッチはその切り換えを電磁
制御弁からのパイロット圧に応じ行い、電磁制御弁はク
ラッチ制御手段の制御出力に応じて駆動する。この場
合、クラッチ制御手段はエンジン運転情報、特に、変速
段情報に応じて断接操作されていた。[0003] As a fluid coupling, the damper clutch includes a compressor integrally connected to the engine and a turbine connected to and separated from the compressor and connected to the transmission side, and a hydraulic oil supplied from a clutch control valve through a connection hydraulic path. And are separated so as to receive the pressure oil from the disconnect hydraulic path. Conventionally, the damper clutch performs the switching according to the pilot pressure from the electromagnetic control valve, and the electromagnetic control valve is driven according to the control output of the clutch control means. In this case, the clutch control unit is operated to connect or disconnect according to the engine operation information, particularly, the gear position information.
【0004】他方、無段変速機はエンジンの運転情報に
応じて決定された変速比に基づく変速制御油圧を変速比
制御バルブに供給し、同バルブに調圧された両プーリ制
御油圧をプライマリ及びセカンダリの両油圧アクチュエ
ータに供給し、これによって、一対のプーリに巻装され
るベルトの巻き付け径比を変化させて無断変速を行うよ
うに構成される。ここで、同一油圧を両油圧アクチュエ
ータに供給するとプライマリプーリの巻き付け径比がセ
カンダリプーリより大きくなるように設定されるため、
低変速比(高変速段)が達成され、逆に、プライマリシ
リンダ側の油圧を低下させるに応じて高変速比(低変速
段)が達成される。On the other hand, the continuously variable transmission supplies a gear ratio control oil pressure based on a gear ratio determined according to the operation information of the engine to a gear ratio control valve, and the two pulley control oil pressures regulated by the valve are used as primary and secondary pulley control oil pressures. The hydraulic pressure is supplied to both secondary hydraulic actuators, thereby changing the winding diameter ratio of the belt wound around the pair of pulleys, thereby performing a continuously variable transmission. Here, when the same hydraulic pressure is supplied to both hydraulic actuators, the winding diameter ratio of the primary pulley is set to be larger than that of the secondary pulley,
A low gear ratio (high gear) is achieved, and conversely, a high gear ratio (low gear) is achieved as the hydraulic pressure on the primary cylinder side is reduced.
【0005】更に、無段変速機に付設される前後進切り
換え部は同切り換え部の前後進切り換え用の油圧アクチ
ュエータに変速段切り換え用のマニュアルバルブからの
各切り換え制御圧油が供給され、両油圧アクチュエータ
が前後進段を切り換える様に構成されている。[0005] Further, a forward / reverse switching unit provided in the continuously variable transmission is supplied with hydraulic fluid for switching between forward and reverse from a manual valve for switching the speed, to a hydraulic actuator for forward / reverse switching of the switching unit. The actuator is configured to switch between forward and reverse.
【0006】このような動力伝達系では通常、例えば図
5中のM3マップに示すように、スロットル開度に応じ
て目標エンジン回転数Neoが設定され、同回転数Ne
oのままで無段変速機が働き、高変速比(低変速段)L
側より低変速比(高変速段)OD側に連続して無段変速
が成され、車速Vの増加が図られている。In such a power transmission system, a target engine speed Neo is normally set according to the throttle opening as shown in an M3 map in FIG.
, the continuously variable transmission works and the high gear ratio (low gear) L
The continuously variable transmission is continuously performed from the side to the lower speed ratio (higher speed) OD side, and the vehicle speed V is increased.
【0007】[0007]
【発明が解決しようとする課題】ところが、このような
装置による車両の発進時において、クラッチ制御手段は
スロットル開度によって目標エンジン回転数Neoを設
定すると、エンジン回転数が目標エンジン回転数Neo
に達した後にダンパクラッチを接合しており、目標エン
ジン回転数Neoに達するまではダンパクラッチを断っ
てエンジン回転数の上昇を早期に図るように制御してい
た。However, when the clutch control means sets the target engine speed Neo according to the throttle opening when the vehicle is started by such a device, the engine speed becomes the target engine speed Neo.
After reaching the target engine speed, the damper clutch is disengaged until the target engine speed Neo is reached, and the engine speed is controlled so as to increase the engine speed at an early stage.
【0008】このため、発進時においてダンパクラッチ
では、エンジン出力の程度や、エンジン側のコンプレッ
サと車輪側の負荷を受けるタービン側との間のスリップ
の程度等に応じてそのスリップ状態が変化する。このた
め、発進時にエンジン回転数が上昇して目標エンジン回
転数Neoに向かう際のその回転数の経時的な変化特性
がその都度異なる。特に、スリップ量大では、エンジン
出力回転数の上昇のみが急激に進み、例えば図4に破線
e1で示すように目標値をオーバーしたり、逆に、スリ
ップ量小では図4に二点鎖線e2で示す様にエンジン回
転数の落ち込みが急速に進むこともある。このエンジン
回転数が目標値をオーバーする場合、エンジン出力が回
転数の上昇のみに大きく使われて、発進トルクが小さく
なり、逆に、エンジン回転数が大きく低下する場合、出
力不足によりエンストに向かう場合があり、ダンパクラ
ッチのスリップの程度によって発進特性が不安定とな
り、問題が有った。For this reason, at the time of starting, the slip state of the damper clutch changes depending on the degree of engine output, the degree of slip between the compressor on the engine side and the turbine side receiving the load on the wheel side, and the like. For this reason, the time-dependent change characteristic of the engine speed when the engine speed increases at the start and approaches the target engine speed Neo differs each time. In particular, when the slip amount is large, only the increase in the engine output speed rapidly advances. For example, as shown by a broken line e1 in FIG. 4, the target value is exceeded. Conversely, when the slip amount is small, the two-dot chain line e2 is shown in FIG. As shown by, the engine speed may drop rapidly. If the engine speed exceeds the target value, the engine output is largely used only to increase the engine speed, and the starting torque decreases. Conversely, if the engine speed drops significantly, the engine stops due to insufficient output. In some cases, the starting characteristics become unstable depending on the degree of slip of the damper clutch, and there is a problem.
【0009】本発明の目的は、発進特性を改善できる流
体継手の発進制御装置を提供することに有る。An object of the present invention is to provide a starting control device for a fluid coupling which can improve the starting characteristics.
【0010】[0010]
【課題を解決するための手段】上述の目的を達成するた
めに、本発明はエンジンと一体的に回転するコンプレッ
サ及び同コンプレッサに対して接合油圧路よりの圧油を
受けて接続し断油圧路よりの圧油を受けて分断するター
ビンを備えた流体継手と、上記流体継手を含む動力伝達
系に配備されると共に目標変速比を連続的に達成できる
無段変速機と、上記流体継手の接合油圧路と上記断油圧
路とに切り換え指令に応じて切り換え圧油を供給するク
ラッチ制御弁と、上記クラッチ制御弁側をエンジン運転
情報に応じて切り換え制御する流体継手制御手段とを備
えた流体継手の発進制御装置において、上記流体継手制
御手段は発進時に、上記エンジンの実エンジン回転数と
スロットル開度より伝達必要トルクを求め、同伝達必要
トルクに応じた上記流体継手のクラッチ接合油圧を基準
接合油圧として算出し、上記実エンジン回転数と目標エ
ンジン回転数の偏差相当の比例積分項をPI制御によっ
て補正油圧として算出し、上記実エンジン回転数が上記
スロットル開度に応じた目標エンジン回転数となるよう
に上記両エンジン回転数の偏差を排除可能な上記流体継
手の接合油圧を上記基準接合油圧にPI制御による上記
補正油圧を加えて算出し、同接合油圧を接合油圧路に供
給すべく上記クラッチ制御弁を制御することを特徴とす
る。SUMMARY OF THE INVENTION In order to achieve the above object, the present invention provides a compressor which rotates integrally with an engine and a hydraulic oil passage which is connected to the compressor by receiving pressure oil from a joint hydraulic passage. Coupling with a fluid coupling provided with a turbine that receives and separates hydraulic oil, a continuously variable transmission that is provided in a power transmission system including the fluid coupling and can continuously achieve a target gear ratio, and joining the fluid coupling A fluid coupling, comprising: a clutch control valve for supplying switching pressure oil to a hydraulic path and a disconnection hydraulic path in accordance with a switching command; and a fluid coupling control means for switching and controlling the clutch control valve according to engine operation information. In the start control device, the fluid coupling control means calculates the required torque from the actual engine speed and the throttle opening of the engine at the time of start, and determines the required torque according to the required torque. The clutch joining oil pressure of the fluid coupling is calculated as a reference joining oil pressure, and a proportional integral term corresponding to a deviation between the actual engine speed and the target engine speed is calculated as a corrected oil pressure by PI control. The joint hydraulic pressure of the fluid coupling, which can eliminate the deviation between the two engine rotational speeds so as to achieve the target engine rotational speed according to the degree, is calculated by adding the correction hydraulic pressure by PI control to the reference joint hydraulic pressure. The clutch control valve is controlled so as to supply the hydraulic pressure to the joining hydraulic path.
【0011】[0011]
【作用】流体継手制御手段が発進時に、上記エンジンの
実エンジン回転数とスロットル開度より伝達必要トルク
を求め、同伝達必要トルクに応じた上記流体継手のクラ
ッチ接合油圧を基準接合油圧として算出し、上記実エン
ジン回転数と目標エンジン回転数の偏差相当の比例積分
項をPI制御によって補正油圧として算出し、上記実エ
ンジン回転数が上記スロットル開度に応じた目標エンジ
ン回転数となるように上記両エンジン回転数の偏差を排
除可能な上記流体継手の接合油圧を上記基準接合油圧に
PI制御による上記補正油圧を加えて算出し、同接合油
圧を接合油圧路に供給すべく上記クラッチ制御弁を駆動
して、実エンジン回転数を目標エンジン回転数に調整で
きるので、実エンジン回転数の急変動時にも流体継手の
接合油圧相当の接合力を急変させ、その接合力に応じた
回転負荷をエンジン側に与えることが出来る。When the fluid coupling control means starts, the required torque to be transmitted is determined from the actual engine speed of the engine and the throttle opening, and the clutch hydraulic pressure of the fluid coupling according to the required torque is calculated as a reference hydraulic pressure. Calculating a proportional integral term corresponding to a deviation between the actual engine speed and the target engine speed as a corrected hydraulic pressure by PI control, and setting the actual engine speed to a target engine speed corresponding to the throttle opening. The joining hydraulic pressure of the fluid coupling that can eliminate the deviation of both engine speeds is calculated by adding the correction oil pressure by the PI control to the reference joining oil pressure, and the clutch control valve is supplied to supply the joining oil pressure to the joining oil pressure path. By driving the engine, the actual engine speed can be adjusted to the target engine speed. To sudden change the force, it is possible to give a rotational load in accordance with the joining force to the engine side.
【0012】[0012]
【実施例】図1の流体継手の発進制御装置は車両の動力
伝達系に配備される。この動力伝達系は図2に示す様に
エンジン1、流体継手2、無段変速機3、減速機4、デ
ィファレンシャル5、左右アクスルシャフト6及び図示
しない駆動輪を備え、この順に回転力が伝達される様に
構成されている。流体継手2はエンジン出力軸7と一体
回転するコンプレッサ8、このコンプレッサ8の回転エ
ネルギをオイルを介して受けるタービン9及び後述する
直結クラッチ10から成る。なお、コンプレッサ8の先
端はタービン軸11と同心的にケーシング14の基部に
軸受12を介し枢支される。ここではこのコンプレッサ
8の先端がオイルポンプ13の駆動軸を兼ねており、こ
れによって無段変速機3及び流体継手2にオイル供給を
可能としている。DESCRIPTION OF THE PREFERRED EMBODIMENTS The starting control apparatus for a fluid coupling shown in FIG. 1 is provided in a power transmission system of a vehicle. As shown in FIG. 2, the power transmission system includes an engine 1, a fluid coupling 2, a continuously variable transmission 3, a speed reducer 4, a differential 5, left and right axle shafts 6, and drive wheels (not shown). It is configured so that The fluid coupling 2 includes a compressor 8 that rotates integrally with an engine output shaft 7, a turbine 9 that receives the rotational energy of the compressor 8 via oil, and a direct coupling clutch 10 described below. The distal end of the compressor 8 is pivotally supported via a bearing 12 at the base of the casing 14 concentrically with the turbine shaft 11. Here, the tip of the compressor 8 also serves as a drive shaft of the oil pump 13, thereby enabling oil to be supplied to the continuously variable transmission 3 and the fluid coupling 2.
【0013】無段変速機3は前後進切り換え部15及び
無段変速部16から成る。ここで前後進切り換え部15
は一対の軸受12,17間に枢支されるタービン軸11
の前後に前進クラッチ18と後進クラッチ19を備え
る。前進クラッチ18はタービン軸11と一体の前回転
体20'の周辺部と後述の遊星歯車列21'のキャリア2
2'の周辺部を接離するもので、前進クラッチ用の油圧
ピストン23'によって切り換えられる。ここで遊星歯
車列21'はタービン軸11と一体のサンギア24'、そ
の周辺で噛合しキャリア22'に枢支される複数の遊星
ギア25'、遊星ギア25'が噛合する内周歯を備えたリ
ングギア26'とで構成される。後進クラッチ19はリ
ングギア26'の外周部とケーシング14との間を接離
させるブレーキ機能を有し、後進クラッチ19用の油圧
ピストン27'によって切り換えられる。この場合、前
進クラッチ18のみが接合するとタービン軸11とキャ
リア22'側が一体化され、エンジン回転がそのまま無
段変速部16の主軸28'に伝達され、後進クラッチ1
9のみが接合するとタービン軸11の回転が反転してキ
ャリア22'側である無段変速部16の主軸28'に伝達
される。The continuously variable transmission 3 includes a forward / reverse switching unit 15 and a continuously variable transmission unit 16. Here, the forward / reverse switching unit 15
Is a turbine shaft 11 pivotally supported between a pair of bearings 12 and 17.
, A forward clutch 18 and a reverse clutch 19 are provided. The forward clutch 18 is connected to a peripheral portion of a front rotating body 20 ′ integral with the turbine shaft 11 and a carrier 2 of a planetary gear train 21 ′ described later.
The peripheral portion 2 'is brought into contact with and separated from the peripheral portion, and is switched by a hydraulic piston 23' for a forward clutch. Here, the planetary gear train 21 ′ includes a sun gear 24 ′ integrated with the turbine shaft 11, a plurality of planetary gears 25 ′ meshed therearound and pivotally supported by the carrier 22 ′, and inner peripheral teeth meshed with the planetary gears 25 ′. Ring gear 26 '. The reverse clutch 19 has a brake function for bringing the outer periphery of the ring gear 26 ′ into and out of contact with the casing 14, and is switched by a hydraulic piston 27 ′ for the reverse clutch 19. In this case, when only the forward clutch 18 is joined, the turbine shaft 11 and the carrier 22 ′ side are integrated, and the engine rotation is transmitted to the main shaft 28 ′ of the continuously variable transmission unit 16 as it is, and the reverse clutch 1
When only 9 is joined, the rotation of the turbine shaft 11 is inverted and transmitted to the main shaft 28 'of the continuously variable transmission portion 16 on the carrier 22' side.
【0014】無段変速機16はキャリア22'と一体の
主軸28'とこれに所定間隔離れて並行に配備される副
軸29'を備え、主軸に主プーリ30'が副軸29'に副
プーリ31'がそれぞれ設けられ、且つ、両プーリ間に
エンドレスのベルト32'が掛け渡してある。プーリ3
0',31'は共に2分割に構成され、可動側プーリ材3
01,311は固定側プーリ材302,312に相対回
転不可に相対間隔を接離可能に外嵌される。この可動側
プーリ材301,311には固定側プーリ材との相対間
隔を接離操作する油圧アクチュエータとしてのプライマ
リシリンダ33'とセカンダリシリンダ34'とが装着さ
れる。この場合、主プーリ30'の固定側プーリ材30
2に対し可動側プーリ材301を近付けて主プーリの巻
き付け径を大きくし、副プーリ31'の固定側プーリ材
312より可動側プーリ311を遠ざけて巻き付け径を
小さくし、これによって巻き付け径比(副プーリ巻き付
け径/主プーリ巻き付け径)を小さくし、即ち、低変速
比(高変速段)とし、逆に操作して高変速比(低変速
段)を達成する様に構成されている。The continuously variable transmission 16 has a main shaft 28 'integral with the carrier 22' and a sub shaft 29 'arranged in parallel with the main shaft 28' at a predetermined interval. A main pulley 30 'is connected to the sub shaft 29' by the main shaft. Pulleys 31 'are provided, and an endless belt 32' is stretched between the pulleys. Pulley 3
0 ′ and 31 ′ are both divided into two parts,
Reference numerals 01 and 311 are externally fitted to the fixed-side pulley members 302 and 312 so that they cannot be rotated relative to each other and can be separated from and separated from each other. A primary cylinder 33 'and a secondary cylinder 34' are mounted on the movable pulley members 301 and 311 as hydraulic actuators for operating the relative distance from the fixed pulley material. In this case, the fixed pulley member 30 of the main pulley 30 '
2, the winding diameter of the main pulley is increased by approaching the movable pulley material 301, and the winding diameter is reduced by moving the movable pulley 311 away from the fixed pulley material 312 of the sub pulley 31 ', thereby reducing the winding diameter ratio ( The configuration is such that the sub-pulley winding diameter / main pulley winding diameter) is reduced, that is, a low gear ratio (high gear stage) is achieved, and conversely, a high gear ratio (low gear stage) is achieved.
【0015】減速機4は副軸29'と一体のギア35'に
ギア列36'を介しファイナルギア37を連結した構成
を採り、ディファレンシャル5はファイナルギア37と
一体の図示しないデフケーシング内に作動機構を収容
し、左右回転差を許容した上で回転力を2分割して出力
する周知の構成をとる。このような図2の流体継手2及
び前後進切り換え部15の油圧回路を図1と共に説明す
る。この油圧回路はオイルポンプ13を備え、その吐出
油が流体継手2と、前後進切り換え部15の前進クラッ
チ18及び後進クラッチ19と、無段変速部16側に供
給される。The speed reducer 4 employs a configuration in which a final gear 37 is connected to a gear 35 'integral with the countershaft 29' via a gear train 36 ', and the differential 5 operates in a differential casing (not shown) integral with the final gear 37. It has a well-known configuration in which a mechanism is housed, and a rotational force is allowed to be divided into two and the rotational force is divided and output. The hydraulic circuit of the fluid coupling 2 and the forward / reverse switching unit 15 of FIG. 2 will be described with reference to FIG. The hydraulic circuit includes an oil pump 13, and the discharge oil is supplied to the fluid coupling 2, the forward clutch 18 and the reverse clutch 19 of the forward / reverse switching unit 15, and the continuously variable transmission unit 16.
【0016】ここでオイルポンプ13はエンジン回転に
応じ駆動し、その油圧を変化させ、このため同吐出圧は
その最大許容圧がラインプレッシャレギュレータバルブ
20で規制され、しかも設定値で有るライン圧を保持す
る様に、レギュレータバルブ21が調圧作動する。ライ
ン圧路22の一部はクラッチプレッシャモジュレータバ
ルブ23によって設定値に減圧調整され、クラッチ油路
24を経てマニュアルバルブ28に、更に調圧油路25
を経て第1電磁弁26及び第2電磁弁27に供給され
る。Here, the oil pump 13 is driven according to the rotation of the engine to change its oil pressure. Therefore, the maximum allowable pressure of the oil discharge is regulated by the line pressure regulator valve 20. To maintain the pressure, the regulator valve 21 operates to regulate the pressure. A part of the line pressure passage 22 is pressure-reduced and adjusted to a set value by a clutch pressure modulator valve 23, passes through a clutch oil passage 24 to a manual valve 28, and further to a pressure adjustment oil passage 25
Is supplied to the first solenoid valve 26 and the second solenoid valve 27 via
【0017】レギュレータバルブ21はライン圧路22
に続く給油ポート221、第2電磁弁27からのパイロ
ット圧を受けるパイロットポート222、クラッチ制御
弁29に給油するクラッチ給油ポート223及びドレー
ンポート224を備え、パイロット圧と2つのバネ3
0,31とのバランス作動に応じてライン圧路の油圧を
調圧作動する。The regulator valve 21 has a line pressure passage 22
, A pilot port 222 for receiving pilot pressure from the second solenoid valve 27, a clutch refueling port 223 for supplying oil to the clutch control valve 29, and a drain port 224.
The oil pressure in the line pressure passage is adjusted according to the balance operation between 0 and 31.
【0018】マニュアルバルブ28は図示しない変速段
切り換え用の手動切り換えレバーに連動し、前進側D,
2,Lの各レンジと、後進側Rレンジと、ニュートラル
N及びパーキングPの各レンジに応じて油路を切り換え
る。即ち、このマニュアルバルブ28はクラッチ油路2
4に連通する給油ポート241、前進クラッチ18に連
通する前進ポート242、後進クラッチ19に連通する
後進ポート243をそれぞれ形成される。ここで、前進
側D,2,Lの各レンジでは給油ポート241に前進ク
ラッチ18が接合され、エンジン回転がそのまま無段変
速部16に伝達され、後進側Rレンジではエンジン回転
が逆転されて無段変速部16に伝達される。The manual valve 28 is linked to a manual shift lever (not shown) for shifting gears, and
The oil passage is switched according to each of the ranges 2 and L, the reverse R range, and the neutral N and parking P ranges. That is, the manual valve 28 is connected to the clutch oil passage 2
4, a forward port 242 communicating with the forward clutch 18 and a reverse port 243 communicating with the reverse clutch 19 are formed. Here, in each of the forward ranges D, 2 and L, the forward clutch 18 is connected to the refueling port 241 and the engine rotation is transmitted to the continuously variable transmission unit 16 as it is. The power is transmitted to the step transmission unit 16.
【0019】流体継手2は直結クラッチ10の分断時に
コンプレッサ8とタービン9との相対回転を許容して流
動抵抗に基づく回転伝達を行い、直結クラッチ10の接
合時にエンジン出力軸7側のコンプレッサ8とタービン
軸11側のタービン9とを一体回転させる。この直結ク
ラッチ10は接合油圧路32よりの圧油を受けて接合
し、断油圧路33よりの圧油を受けて分断し、これら両
油路はクラッチ制御弁29に接続される。クラッチ制御
弁29はライン圧路22に接続するライン圧ポート29
1、レギュレータバルブ21のクラッチ給油ポート22
3に連通する給油ポート292、第1電磁弁26のパイ
ロット圧を受けるパイロットポート293、閉路34の
接続される一対の閉ポート294,295、接合油圧路
32を連通させる接合ポート296及び断油圧路33に
連通する断ポート297を備える。この弁29はスプー
ル35が調圧油路25の油圧とバネ38の弾性力及びこ
れに加わるパイロット圧に基づきバランス作動する。The fluid coupling 2 allows the relative rotation between the compressor 8 and the turbine 9 when the direct coupling clutch 10 is disconnected and transmits rotation based on the flow resistance, and when the direct coupling clutch 10 is engaged, the fluid coupling 2 is connected to the compressor 8 on the engine output shaft 7 side. The turbine 9 on the turbine shaft 11 side is integrally rotated. The direct connection clutch 10 receives and joins the pressure oil from the connection hydraulic path 32, receives and disconnects the pressure oil from the disconnection hydraulic path 33, and these two paths are connected to the clutch control valve 29. The clutch control valve 29 is connected to a line pressure port 29 connected to the line pressure passage 22.
1. Clutch refueling port 22 of regulator valve 21
3, a pilot port 293 for receiving the pilot pressure of the first solenoid valve 26, a pair of closed ports 294 and 295 connected to the closed circuit 34, a connecting port 296 for connecting the connecting hydraulic path 32, and a disconnect hydraulic path A disconnect port 297 is provided for communication with the port 33. The valve 29 performs a balance operation of the spool 35 based on the hydraulic pressure of the pressure regulating oil passage 25, the elastic force of the spring 38, and the pilot pressure applied thereto.
【0020】この結果、スプール35は実線で示す断位
置S1と二点鎖線で示す接合位置S2及びその中間位置
に切り換え調整される。断位置S1ではランドb,c間
を通し、給油ポート292と断ポート297及び断油圧
路33が連通し、直結クラッチ10が分断し、接合位置
S2ではランドa,b間を通しライン圧ポート291、
閉ポート294、閉路34閉ポート295、接合ポート
296及び接合油圧路32が連通し、直結クラッチ10
が接合する。特に、この場合、第1電磁弁26が指令さ
れたデューティー比Duに応じて調圧油路25の油圧を
パイロット圧に調圧し、パイロットポート293に供給
しており、このデューティー比の調整により接合力を調
整出来る様に構成されている。As a result, the spool 35 is switched and adjusted to the breaking position S1 shown by the solid line, the joining position S2 shown by the two-dot chain line, and the intermediate position. At the disconnection position S1, the oil pressure port 292 communicates with the disconnection port 297 and the hydraulic pressure passage 33, the direct coupling clutch 10 is disconnected, and at the connection position S2, the line pressure port 291 passes between the lands a and b. ,
The closing port 294, the closing path 34 closing port 295, the joining port 296, and the joining hydraulic path 32 communicate with each other.
Join. Particularly, in this case, the first solenoid valve 26 regulates the hydraulic pressure of the pressure regulating oil passage 25 to the pilot pressure in accordance with the commanded duty ratio Du, and supplies the pilot pressure to the pilot port 293. It is configured so that the force can be adjusted.
【0021】このような流体継手2、前後進切り換え部
15及び無段変速部16はそれらの油圧回路中の各電磁
制御弁が制御手段としてのCVTECU36に接続さ
れ、制御されている。このCVTECU36は流体継手
制御手段としての機能をも備え、マイクロコンピュータ
によりその主要部が構成され、内蔵する記憶回路には図
8のCVT制御処理ルーチンや、図9のクラッチ制御処
理ルーチンの各制御プログラムが記憶処理されている。The fluid coupling 2, the forward / reverse switching unit 15, and the continuously variable transmission unit 16 are controlled by connecting each electromagnetic control valve in the hydraulic circuit to a CVT ECU 36 as control means. The CVT ECU 36 also has a function as a fluid coupling control means, and a main part thereof is constituted by a microcomputer. A built-in storage circuit stores control programs of a CVT control processing routine of FIG. 8 and a clutch control processing routine of FIG. Is stored.
【0022】ここで、CVTECU36には図示しない
エンジンコントロールユニットよりエンジン回転数N
e、スロットル開度θs、車速V等が入力され、更に、
主副プーリ30',31'の回転情報が図示しないセンサ
によって取り込まれ、同情報に基づき無段変速機の無段
変速制御が周知のプログラムに沿って成される。Here, the CVT ECU 36 receives an engine speed N from an engine control unit (not shown).
e, throttle opening θs, vehicle speed V, etc.
The rotation information of the main and sub pulleys 30 'and 31' is captured by a sensor (not shown), and the continuously variable transmission control of the continuously variable transmission is performed according to a known program based on the information.
【0023】以下、流体継手の発進制御処理を図8及び
図9の制御プログラムや図5のブロック図を参照して説
明する。本実施例では、図示しないイグニッションキー
を操作することによってエンジン本体1が始動し、図示
しないエンジンコントロールユニットがエンジン運転情
報に応じて燃料供給制御、点火制御等を行い、これに沿
ってCVTECU36が流体継手2、前後進切り換え部
15及び無段変速部16を制御する。Hereinafter, the starting control process of the fluid coupling will be described with reference to the control program of FIGS. 8 and 9 and the block diagram of FIG. In the present embodiment, the engine body 1 is started by operating an ignition key (not shown), an engine control unit (not shown) performs fuel supply control, ignition control, and the like in accordance with the engine operation information. The joint 2, the forward / reverse switching unit 15, and the continuously variable transmission unit 16 are controlled.
【0024】まず、CVTECU36はスロットル開度
θs,エンジン回転数Ne、車速V、無段変速機の主副
プーリ回転数Wp,Wsその他のデータを図示しないエ
ンジンコントロールユニットや各センサより取り込む。
そして現車速Vが停車判定速度Vaより小さいとステッ
プ3に、発進済ではステップa4に進む。ステップa3
の発進処理は、図9に示すように、まずθs,Ne、V
等の最新の必要データを取り込み、図5中に示すような
トルク算出マップM1に基づき現θs,Neより必要ト
ルクを算出する。このトルク算出マップは各スロットル
開度θs、エンジン回転数Neでの現発生トルクである
伝達必要トルクTを算出出来る。続いて、伝達必要トル
クTを伝達可能な接合力を直結クラッチ10が発生可能
な基準接合油圧PBを基準接合油圧算出マップM2に基
づき算出する。First, the CVT ECU 36 takes in data such as the throttle opening θs, the engine speed Ne, the vehicle speed V, the main and auxiliary pulley speeds Wp, Ws of the continuously variable transmission, and other data from an engine control unit and sensors (not shown).
If the current vehicle speed V is smaller than the stop determination speed Va, the process proceeds to step 3, and if the vehicle has been started, the process proceeds to step a4. Step a3
First, as shown in FIG. 9, the start process of θs, Ne, V
The latest required data such as the above is taken in, and the required torque is calculated from the current θs and Ne based on the torque calculation map M1 as shown in FIG. This torque calculation map can calculate the required transmission torque T, which is the current generated torque at each throttle opening θs and engine speed Ne. Subsequently, the direct clutch 10 possible joining force transmitting transmission required torque T is calculated based on a reference junction oil pressure calculation map M2 a possible reference junction pressure P B occurs.
【0025】ステップb4ではスロットル開度θsより
目標エンジン回転数Neoを図5の目標エンジン回転数
算出マップM3より求める。ここで、図5中の目標エン
ジン回転数算出マップは各スロットル開度θsにおいて
動力性能を最適に出来る目標エンジン回転数Neoをマ
ップ化したものであり、これは図6に破線で示した各ス
ロットル開度θsの最大トルク値に対応する値より作成
されている。ステップb5,b6では目標エンジン回転
数Neoと実回転数Neの差分ΔNをもとめ、同差分Δ
Nに比例係数を乗算して比例項ΔPPを算出する。ここ
では比例項算出マップM4より求めている。ステップb
7,b8では差分ΔNを順次積分して積分値ΣΔNIを
算出し、同値に積分係数ρKIを乗算して積分項ΔPIを
算出する。この場合積分値ΣΔNIは制御の発散を防ぐ
ため、最大値ΔPIHと最小値ΔPILのリミッタ処理に掛
けられ、積分項ΔPIが設定される。In step b4, a target engine speed Neo is obtained from the target engine speed calculation map M3 in FIG. 5 based on the throttle opening θs. Here, the target engine speed calculation map in FIG. 5 is a map of the target engine speed Neo that can optimize the power performance at each throttle opening θs, and corresponds to each throttle speed indicated by a broken line in FIG. It is created from a value corresponding to the maximum torque value of the opening degree θs. In steps b5 and b6, a difference ΔN between the target engine speed Neo and the actual engine speed Ne is obtained, and the difference ΔN is calculated.
The proportional term ΔP P is calculated by multiplying N by a proportional coefficient. Here, it is obtained from the proportional term calculation map M4. Step b
7, b8 in sequentially integrates the difference ΔN is calculated integrated value ΣΔN I, calculates the integral term [Delta] P I by multiplying the integral coefficient [rho KI equivalence. In this case, the integral value ΣΔN I is subjected to a limiter process of a maximum value ΔP IH and a minimum value ΔP IL in order to prevent divergence of control, and an integral term ΔP I is set.
【0026】ステップb9,b10,b11において
は、制御応答性を保持できる比例項ΔPPと制御誤差を
排除し制御安定性を保持できる積分項ΔPIとより比例
積分項ΔP(=ΔPP+ΔPI)が算出される。この比例
積分項ΔPに応じた調整油圧はエンジン回転数Neを目
標エンジン回転数Neoに近付けるため直結クラッチ1
0に接合力を生じさせ、エンジン回転数を減、増させる
上で算出される。このため、続いて基準接合油圧PBよ
り比例積分項ΔPPIが減算され、目標とする接合油圧P
が算出され、更に、この接合油圧P相当のデューティー
比Duがデューティー比算出マップM5より算出され、
同値が出力される。In steps b9, b10 and b11, a proportional term ΔP P (= ΔP P + ΔP I ) is derived from a proportional term ΔP P capable of maintaining control responsiveness and an integral term ΔP I capable of eliminating control errors and maintaining control stability. ) Is calculated. The adjusted hydraulic pressure corresponding to the proportional integral term ΔP is used to bring the engine speed Ne closer to the target engine speed Neo, so that the direct-coupled clutch 1
It is calculated in order to generate a joining force at 0 and reduce or increase the engine speed. Therefore, the proportional integral term ΔP PI is subsequently subtracted from the reference joining oil pressure P B , and the target joining oil pressure P B is subtracted.
Is calculated, and the duty ratio Du corresponding to the joining hydraulic pressure P is calculated from the duty ratio calculation map M5,
The same value is output.
【0027】この結果、図4に実線で示すように、発進
域Sにおいて、エンジン回転数(エンジン出力軸7側)
Neは時点t1でその時のスロットル開度θs相当の目
標エンジン回転数Neoに向けて回転数を上昇させる処
理に入る。そして、実回転数が目標エンジン回転数Ne
oに達する間、一時的に実エンジン回転数が急上昇しよ
うとすると、ここでは、目標とする接合油圧Pがステッ
プb6乃至ステップb10においてPID制御により算
出されることより、この接合油圧Pに応じた直結クラッ
チ10の接合力がエンジン出力軸7側に回転負荷として
与えられ、実エンジン回転数Neが過度に振れるのを防
止出来、エンジン出力がエンジン回転数の上昇にのみ使
用されて発進トルクの低下を招くことを防止出来、比較
的早期に実回転数を目標エンジン回転数Neoに近付け
ることができる。なお、発進域Sにおいて流体継手2は
コンプレッサ8とタービン9間の流動抵抗と直結クラッ
チ10の接合力に伴う摩擦力によって回転伝達を行う。
そして出力回転、即ちタービン軸11の回転数Noは時
点t1より時点t2に向けて徐々に上昇し、時点t2の
後、即ち、発進域Sを経過し、目標エンジン回転数Ne
oの達成された後で、直結クラッチ10が完全接合され
た際にエンジン出力軸7側の回転にほぼ一致する。As a result, as shown by the solid line in FIG. 4, in the starting range S, the engine speed (on the engine output shaft 7 side)
Ne enters the process of increasing the rotational speed at time t1 toward the target engine rotational speed Neo corresponding to the throttle opening θs at that time. The actual engine speed is the target engine speed Ne.
If the actual engine speed attempts to rapidly increase temporarily while reaching o, the target joining oil pressure P is calculated by the PID control in Steps b6 to b10. The joining force of the direct coupling clutch 10 is applied to the engine output shaft 7 as a rotational load, so that the actual engine speed Ne can be prevented from excessively fluctuating. The engine output is used only for increasing the engine speed and the starting torque decreases. Can be prevented, and the actual engine speed can approach the target engine speed Neo relatively early. In the starting region S, the fluid coupling 2 transmits rotation by the flow resistance between the compressor 8 and the turbine 9 and the frictional force associated with the joining force of the direct coupling clutch 10.
Then, the output rotation, that is, the rotation speed No of the turbine shaft 11 gradually increases from the time point t1 toward the time point t2, and after the time point t2, that is, passes through the starting region S, the target engine rotation speed Ne
After o is achieved, when the direct coupling clutch 10 is completely engaged, the rotation substantially coincides with the rotation on the engine output shaft 7 side.
【0028】このような発進処理ルーチンの後にメイン
ルーチンのステップa4に達する。ここでのCVT制御
処理は周知のプログラム、即ち、スロットル開度θs相
当の目標エンジン回転数Neoを保持すべく目標変速比
が算出され、同変速比を達成すべく主副プーリ30,3
1の巻掛け比の調整がプライマリシリンダ33とセカン
ダリシリンダ34の油圧調整によって行われ、この後制
御処理はステップa1に戻る。After such a start processing routine, the process reaches step a4 of the main routine. The CVT control process here is a well-known program, that is, the target gear ratio is calculated to hold the target engine speed Neo corresponding to the throttle opening θs, and the main and sub pulleys 30 and 3 are set to achieve the same gear ratio.
The adjustment of the winding ratio of 1 is performed by adjusting the hydraulic pressures of the primary cylinder 33 and the secondary cylinder 34, and thereafter the control process returns to Step a1.
【0029】[0029]
【発明の効果】以上のように、この発明は発進処理時に
おいて、エンジンの実エンジン回転数とスロットル開度
より求めた伝達必要トルクを確保できるクラッチ接合油
圧を基準接合油圧として算出しておき、実エンジン回転
数と目標エンジン回転数の偏差を排除可能な流体継手の
接合油圧を基準接合油圧にPI制御による補正を加えて
算出し、同接合油圧で流体継手を駆動して、実エンジン
回転数を目標エンジン回転数に調整できるので、実エン
ジン回転数の急変動時にも流体継手の接合油圧相当の接
合力を応答性よく制御安定性良く調整でき、その接合力
に応じた回転負荷をエンジン側に与えることが出来、エ
ンジン回転数の過度の振れを確実に防止出来る。As described above, according to the present invention, at the time of starting processing, the clutch engagement hydraulic pressure that can secure the required transmission torque obtained from the actual engine speed of the engine and the throttle opening is calculated as the reference engagement oil pressure. Calculate the joining oil pressure of the fluid coupling that can eliminate the deviation between the actual engine speed and the target engine speed by correcting the reference joining oil pressure by PI control, and drive the fluid coupling with the same joining oil pressure to obtain the actual engine speed. Can be adjusted to the target engine speed, so that even when the actual engine speed changes suddenly, the joining force equivalent to the joining hydraulic pressure of the fluid coupling can be adjusted with good responsiveness and control stability. And the excessive fluctuation of the engine speed can be reliably prevented.
【図1】本発明の一実施例としての流体継手の発進制御
装置の概略全体構成図である。FIG. 1 is a schematic overall configuration diagram of a starting control device for a fluid coupling as one embodiment of the present invention.
【図2】図1の流体継手の発進制御装置を備えた車両の
動力伝達系の断面図である。FIG. 2 is a cross-sectional view of a power transmission system of a vehicle including the fluid coupling start control device of FIG. 1;
【図3】図1の流体継手の発進制御装置内のクラッチ制
御バルブの作動説明図である。FIG. 3 is an operation explanatory view of a clutch control valve in the start control device for the fluid coupling of FIG. 1;
【図4】図1の流体継手の発進制御装置内の経時的な作
動説明図である。FIG. 4 is an explanatory diagram of an operation over time in the start control device for the fluid coupling of FIG. 1;
【図5】図1の流体継手の発進制御装置の機能ブロック
図である。FIG. 5 is a functional block diagram of the starting control device for the fluid coupling in FIG. 1;
【図6】図1の流体継手の発進制御装置で用いる流体継
手のエンジン回転数−トルク特性線図である。FIG. 6 is an engine speed-torque characteristic diagram of the fluid coupling used in the start control device for the fluid coupling of FIG. 1;
【図7】図1の流体継手の発進制御装置の装着された動
力伝達系内の無段変速機の制御特性線図で有る。FIG. 7 is a control characteristic diagram of a continuously variable transmission in a power transmission system in which the starting control device for a fluid coupling in FIG. 1 is mounted.
【図8】図1の流体継手の発進制御装置の行う制御プロ
グラムのフローチャートである。FIG. 8 is a flowchart of a control program executed by the starting control device for a fluid coupling in FIG. 1;
【図9】図1の流体継手の発進制御装置の行う制御プロ
グラムのフローチャートである。FIG. 9 is a flowchart of a control program executed by the fluid coupling start control device of FIG. 1;
1 エンジン 2 流体継手 3 無段変速機 7 エンジン出力軸 8 コンプレッサ 9 タービン 10 直結クラッチ 11 タービン軸 16 無段変速部 29 クラッチ制御弁 36 CVTECU Ne エンジン回転数 θs スロットル開度 DESCRIPTION OF SYMBOLS 1 Engine 2 Fluid coupling 3 Continuously variable transmission 7 Engine output shaft 8 Compressor 9 Turbine 10 Directly-coupled clutch 11 Turbine shaft 16 Continuously variable transmission section 29 Clutch control valve 36 CVTEC Ne Ne Engine speed θs Throttle opening
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 平3−292462(JP,A) (58)調査した分野(Int.Cl.7,DB名) F16H 59/00 - 63/48 ──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-3-292462 (JP, A) (58) Fields investigated (Int. Cl. 7 , DB name) F16H 59/00-63/48
Claims (1)
及び同コンプレッサに対して接合油圧路よりの圧油を受
けて接続し断油圧路よりの圧油を受けて分断するタービ
ンを備えた流体継手と、上記流体継手を含む動力伝達系
に配備されると共に目標変速比を連続的に達成できる無
段変速機と、上記流体継手の接合油圧路と上記断油圧路
とに切り換え指令に応じて切り換え圧油を供給するクラ
ッチ制御弁と、上記クラッチ制御弁側をエンジン運転情
報に応じて切り換え制御する流体継手制御手段とを備え
た流体継手の発進制御装置において、 上記流体継手制御手段は発進時に、上記エンジンの実エ
ンジン回転数とスロットル開度より伝達必要トルクを求
め、同伝達必要トルクに応じた上記流体継手のクラッチ
接合油圧を基準接合油圧として算出し、上記実エンジン
回転数と目標エンジン回転数の偏差相当の比例積分項を
PI制御によって補正油圧として算出し、上記実エンジ
ン回転数が上記スロットル開度に応じた目標エンジン回
転数となるように上記両エンジン回転数の偏差を排除可
能な上記流体継手の接合油圧を上記基準接合油圧にPI
制御による上記補正油圧を加えて算出し、同接合油圧を
接合油圧路に供給すべく上記クラッチ制御弁を制御する
ことを特徴とする流体継手の発進制御装置。1. A fluid coupling comprising: a compressor that rotates integrally with an engine; and a turbine that receives and connects to the compressor by receiving pressure oil from a joint hydraulic path and receives and receives pressure oil from a disconnection hydraulic path. A continuously variable transmission provided in a power transmission system including the fluid coupling and capable of continuously achieving a target gear ratio; and a switching pressure in accordance with a switching command for switching between a joining hydraulic path and a disconnecting hydraulic path of the fluid coupling. A fluid coupling start control device comprising: a clutch control valve for supplying oil; and a fluid coupling control means for switching and controlling the clutch control valve according to engine operation information. The required transmission torque is calculated from the actual engine speed of the engine and the throttle opening, and the clutch connection hydraulic pressure of the fluid coupling according to the required transmission torque is calculated as the reference connection hydraulic pressure. And the above real engine
The proportional integral term corresponding to the deviation between the engine speed and the target engine speed
The joint hydraulic pressure of the fluid coupling, which can be calculated as a corrected hydraulic pressure by PI control and can eliminate the deviation between the two engine rotational speeds so that the actual engine rotational speed becomes the target engine rotational speed according to the throttle opening, is set as the reference hydraulic pressure. PI for joining hydraulic pressure
A start control device for a fluid coupling, wherein the clutch control valve is controlled so as to calculate by adding the correction hydraulic pressure by control and to supply the bonding hydraulic pressure to the bonding hydraulic path.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2828392A JP3099206B2 (en) | 1992-02-14 | 1992-02-14 | Start control device for fluid coupling |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2828392A JP3099206B2 (en) | 1992-02-14 | 1992-02-14 | Start control device for fluid coupling |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH05223165A JPH05223165A (en) | 1993-08-31 |
JP3099206B2 true JP3099206B2 (en) | 2000-10-16 |
Family
ID=12244278
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP2828392A Expired - Lifetime JP3099206B2 (en) | 1992-02-14 | 1992-02-14 | Start control device for fluid coupling |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP3099206B2 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2016060022A (en) * | 2014-09-19 | 2016-04-25 | Thk株式会社 | Support structure of robot upper half body |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP5691658B2 (en) * | 2011-03-04 | 2015-04-01 | トヨタ自動車株式会社 | Control device for vehicle power transmission device |
-
1992
- 1992-02-14 JP JP2828392A patent/JP3099206B2/en not_active Expired - Lifetime
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2016060022A (en) * | 2014-09-19 | 2016-04-25 | Thk株式会社 | Support structure of robot upper half body |
Also Published As
Publication number | Publication date |
---|---|
JPH05223165A (en) | 1993-08-31 |
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