JP2982201B2 - Power transmission system for vehicles equipped with gas turbine engines - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power transmission device for a vehicle equipped with a gas turbine engine, and more particularly to a technique for improving the starting acceleration performance and fuel efficiency of the vehicle.

2. Description of the Related Art There is known a power transmission device for a vehicle equipped with a gas turbine engine in which the output of a gas turbine engine is transmitted to driving wheels via a fluid coupling such as a so-called torque converter or a fluid coupling and an automatic transmission. ing.
For example, the one described in JP-A-63-207736 is that. According to this, there is a feature that the gear position of the automatic transmission is controlled according to a predetermined shift diagram from the throttle valve opening and the vehicle speed.

Problems to be Solved by the Invention By the way, the gas turbine engine generally has a property that the higher the output shaft rotation speed, the higher the efficiency is. On the other hand, a high output is required in order to enhance the starting acceleration performance of the vehicle. Therefore, it is desired to keep the output shaft rotation speed of the gas turbine engine relatively high in the vehicle start-up reserve state. However, if the rotation speed of the output shaft of the gas turbine engine is set to be high when the vehicle is stopped, when the vehicle is stopped, the rotation difference in the fluid-type coupling becomes large, so that energy loss and heat generation increase, and the vehicle is stopped. Fuel economy will be worse. For this reason, the output shaft rotation speed of the gas turbine engine when the vehicle is stopped must be set low, and there is a disadvantage that the vehicle cannot sufficiently start and accelerate.

The present invention has been made in view of the above circumstances, and an object of the present invention is to increase the acceleration loss of a vehicle without increasing the energy loss and heat generation in the fluid type coupling and reducing the fuel efficiency of the vehicle. An object of the present invention is to provide a power transmission device for a vehicle equipped with a gas turbine engine that can be obtained.

Means for Solving the Problems The present invention has been made in view of the above circumstances, and the gist of the present invention is that, as shown in the claim correspondence diagram of FIG. A power transmission device for a vehicle equipped with a gas turbine engine, which is transmitted to driving wheels via a joint and an automatic transmission, comprising: (a) a power transmission device inserted into a power transmission path from the gas turbine engine to driving wheels; A release clutch for releasing the power transmission path, (b) a start-up preliminary state detecting means for detecting that the vehicle is in the start-up preliminary state, and (c) a start-up preliminary state of the vehicle is detected by the start-up preliminary state detecting means. Control means for releasing the clutch and increasing the output shaft rotation speed of the gas turbine engine by a predetermined amount.

In this way, when the start-up preliminary state detection unit detects the start-up preliminary state of the vehicle, the control unit is provided in the power transmission path from the gas turbine engine to the drive wheels. The release clutch is released, and the output shaft rotation speed of the gas turbine engine is increased by a predetermined amount. Therefore, when the accelerator operation member is operated to start the vehicle, the release clutch is closed so that the output shaft rotational speed and the efficiency of the gas turbine engine are already increased. Since the vehicle can be driven by the output, the starting acceleration of the vehicle is suitably improved. In addition, the release clutch is released by the control means and the output shaft rotation speed of the gas turbine engine is increased by a predetermined amount only during the period when the vehicle is in the start-up preparatory state, so that energy loss and heat generation in the fluid type coupling are increased. It does not reduce the fuel efficiency of the vehicle.

Embodiment Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

In FIG. 1, the output of a two-shaft gas turbine engine 10 mounted on a vehicle is supplied to a driving wheel of the vehicle via a torque converter 12, an automatic transmission 14, and a differential gear device 16, which are a type of fluid type coupling. 18 to be transmitted.

The gas turbine engine 10 is rotationally driven by a compressor C for compressing the sucked air, a combustor CC for igniting and burning fuel injected into the compressed air, and a first combustion gas. A compressor drive turbine CT for driving the compressor C via the shaft 20; a variable nozzle VN for adjusting the pressure of the combustion gas discharged from the compressor drive turbine CT to suitably maintain thermal efficiency; An output turbine PT that receives the combustion gas from the VN and is driven to rotate, a small-diameter gear 24 connected to the output turbine PT via the second shaft 22 and a large-diameter gear 28 that meshes therewith and rotates together with the output shaft 26. A speed reducer 30 for reducing the rotation of the output turbine PT (second shaft 22) to 1/10, and a heat exchanger HE for heating the compressed air supplied to the combustor CC by the exhaust gas discharged from the output turbine PT. And

The torque converter 12 includes a pump impeller 32 that rotates together with the output shaft 26, and a turbine impeller 34 that is rotationally driven by power transmitted from the pump impeller 32 via fluid.
And a stator (not shown) for changing the direction of the fluid from the pump impeller 32 to generate a torque amplifying action, and a direct coupling clutch 36 for directly connecting the pump impeller 32 and the turbine impeller 34. It should be noted that the direct connection clutch 36 in FIG. 1 is equivalently shown so that it can be easily understood that the direct connection clutch 36 is connected in parallel with the torque converter 12.

The automatic converter 14 is, for example, a planetary gear type automatic transmission known as an A340E type, and an overdrive planetary gear device 38 for establishing an overdrive gear stage.
A planetary gear set 40 for establishing the first to third gear stages and the reverse gear, and an interposed planetary gear set 38 for overdrive and a planetary gear set 40 for forward / reverse movement. has been opened clutch for opening the power transmission path, that is, with essentially the forward clutch C ₁ below. The automatic transmission 14 is configured, for example, as shown in FIG. That is, the overdrive planetary gear device 38 is constituted by a set of planetary gears, and the planetary gear 38p that rotates together with the output shaft of the torque converter 12.
With the non-rotating transmission housing 42 via the O / D brake B ₀ and the O / D clutch C
₀ and a sun gear 38s coupled with the planetary gears 38p via a one-way clutch F _0, and a ring gear 38r which functions as an output member to the subsequent stage. Further, the forward-reverse planetary gear unit 40 is constituted by two sets of planetary gears, a first ring gear 40r ₁ connected via a forward clutch C ₁ and the ring gear 38r, is connected to the transmission output shaft 44 the first planetary gear 40p ₁ was, ring gear 38r through the direct clutch C ₂
And engaged with the transmission housing 42 via the second coast brake B ₁ , and engaged with the transmission housing 42 via the first one-way clutch F ₁ and the second brake B ₂ in series. Common sun gear 40
and s, a second planetary gear 40p ₂ which is engaged in the transmission housing 42 via the second one-way clutch F ₂ and the first and reverse brake B ₃ in parallel, the is linked to the transmission output shaft 44 and a second ring gear 40r _2.

As shown in FIG. 3, the automatic transmission 14 configured as described above has its O / D clutch C ₀ , forward clutch C ₁ , direct connection clutch C ₂ , O / D brake B ₀ , second coast brake
B ₁ , the second brake B ₂ , the first and the reverse brake B ₃ are operated in a predetermined combination, so that the first brake is activated.
High gear, second gear, third gear, O / D gear,
A desired one of the reverse gears is selectively established. Incidentally, since the direct clutch C ₂ is opened in the selected state of the first gear to the forward clutch C ₁ is engaged, the forward clutch C ₁ is in series in a power transmission path in the first gear has a state of being inserted, when the forward clutch C ₁ is opened, the turbine impeller 34 of the torque converter 12 is shut off power transmission path pump impeller
It can be rotated with 32, so that the difference in rotational speed between them is extremely small.

Returning to FIG. 1, the automatic transmission 14 has a first solenoid valve 4
6, the second solenoid valve 48, the third solenoid valve 50, and the fourth solenoid valve 52
And a hydraulic control circuit 54 including a manual valve interlocked with a shift lever (not shown). The first solenoid valve 46 is controlled by an operation position of the shift lever and an electronic control unit 56.
And the operation of the second solenoid valve 48, the O /
D clutch C ₀ , forward clutch C ₁ , direct connection clutch C ₂ , O / D brake B ₀ , second coast brake B ₁ , second brake B ₂ ,
First and reverse brake B ₃ is caused to selectively operate in accordance with FIG. 3, so that the desired gear is selected. Further, the third solenoid valve 50 is exclusively provided by the lock-up clutch 36.
The electronic control unit 56 is activated when the vehicle speed V exceeds a predetermined reference value, for example. The fourth solenoid valve 52 is provided for opening the preferentially forward clutch C ₁ regardless of the operating state of the first solenoid valve 46 and the second solenoid valve 48, electronic control unit 56
Thus, the vehicle can be operated in the start-up preliminary state of the vehicle.

The fourth solenoid valve 52 is, for example, as shown in FIG.
Its directly provided to control the switching state of the oil supply passage 58 cut valve 60 provided in the communication with the forward clutch C ₁ to supply hydraulic pressure when engaging the forward clutch C _1. The cut valve 60 has a first port 60a which communicates with the hydraulic control circuit 54, the forward clutch C ₁ and the second port 6 which communicates
0b, drain port 60c open to the atmosphere, first port 6
0a and the second port 60b and the first port 60a
Between the first port 60a and the second port 60b and the first port for shutting off between the first port 60a and the second port 60b.
A spool valve 62 positioned at a second position for communication between the drain port 60c and the drain port 60c; a spring 64 for urging the spool valve element 62 toward the first position; Control oil chamber to which pilot pressure is supplied to move toward the second position against the urging force of
66 and. The fourth solenoid valve 52 is a normally-open type on-off valve.
The cut valve 60 is maintained in the first state by setting the control oil chamber 66 to the downstream side and the control oil chamber 66 at the atmospheric pressure. The cut valve 60 is maintained in the second state by operating the pilot oil pressure.

Returning to FIG. 1, in the vehicle, the accelerator pedal 70 is provided with an accelerator sensor 72 for detecting the depression operation amount θ _acc, and a signal representing the depression operation amount θ _acc is supplied to the electronic control unit 56. It has become. An ignition key of a vehicle (not shown) is provided with a key switch 74 for detecting the ON operation of the ignition key, and a signal indicating the ON operation of the ignition key is supplied to the electronic control unit 56. The shift lever (not shown) for selecting the travel range of the vehicle is provided with a shift lever switch 76 for detecting the operation position SP.
Is supplied to the electronic control unit 56. The vehicle is provided with a brake switch 78 for detecting that the brake has been operated, and a signal indicating that the brake has been operated is supplied to the electronic control unit 56.

Further, in the gas turbine engine 10 and the automatic transmission 14, the rotation sensor for detecting a rotational speed N ₁ of the first shaft 20
80, rotation speed of output shaft 26 (1/1 of rotation speed N ₂ of second shaft 22)
0) rotation sensor 82 for detecting the N _3, the outlet pressure of the compressor C P ₃
Pressure sensor 84 to detect the outlet air temperature T of the heat exchanger HE
Temperature sensor 86 that detects ₃₅ , outlet temperature of output turbine PT
Temperature sensor 88, a temperature sensor 90 for detecting the intake air temperature T ₀ of the compressor C to detect the T _6, the output shaft rotation speed N _p of the automatic transmission 14
Such as a rotation sensor 92 for detecting is provided a rotational speed N ₁ of the first shaft 20, the rotational speed N ₃ of the output shaft 26, the compressor C
Outlet pressure P ₃ , heat exchanger HE outlet air temperature T ₃₅ , output turbine PT outlet temperature T ₆ , intake air temperature T ₀ , output shaft rotation speed N _p
A signal indicating the above is supplied to the electronic control unit 56.

The electronic control unit 56 includes an input interface 96, a CPU 9
8, a so-called microcomputer including a ROM 100, a RAM 102, an output interface 104, and the like. The CPU 98 uses the storage function of the RAM 102 while
In order to process an input signal according to a program stored in the OM 100 in advance and control an output of the gas turbine engine 10, a signal representing a fuel supply amount Gf is supplied to a metering valve 106 that controls the combustor CC, and the signal is variable. while supplying a signal alpha _s representative of the variable nozzle angle theta _VN actuator 108 to control the nozzle VN, in order to control the power transmission mechanism, selecting a gear position of the lock-up clutch 36 and automatic transmission 14 of the torque converter 12 Signals S1, S2,
S3 and S4 are supplied to the first solenoid valve 46, the second solenoid valve 48, the third solenoid valve 50, and the fourth solenoid valve 52.

The output control of the gas turbine engine 10 and the control of the power transmission mechanism are performed in the same manner as the known control described in, for example, JP-A-61-163030 and JP-A-63-207736.

The main part of the control performed by the electronic control unit 56, which is performed in order to improve the start acceleration in the vehicle start preparatory state, will be described with reference to the flowchart of FIG.

First, in the initial processing of step S1 in FIG. 5, the counters and flags in the electronic control unit 56 are cleared, and initial settings such as constants are performed. In the following step S2, the vehicle body, the gas turbine engine 10, the automatic transmission
Each signal output from the sensor provided in such 14, for example, the rotational speed N ₁ of the first shaft 20, the rotational speed N ₃ of the output shaft 26, the compressor C of the outlet pressure P _3, the outlet air of the heat exchanger HE Temperature T ₃₅ ,
Outlet temperature T ₆ of the power turbine PT, intake air temperature T _0, the signal representative of the like output shaft speed N _p is read.

Next, in step S3, based on the actual accelerator pedal operation amount θ _acc and the shift lever operation position SP from the relations stored in advance shown in the following equations (1) and (2).
Target rotation speed N of first shaft 20 of gas turbine engine 10
_An addition value N _1s for determining _1set is calculated. That is, when the shift lever is operated in the parking (P) range or the neutral (N) range, (1)
When the target rotation speed N _1set is calculated according to the equation, and the shift lever is operated in a driving range such as a drive (D) range, a second (2) range, a low (L) range, and a reverse (R) range, The target rotation speed _N1set is calculated according to the equation (2). In the equations (1) and (2), N _1R is the rated rotation speed of the first shaft 20 and is, for example, 700
_N1LS is the low idle rotation speed of the first shaft 20, for example, about _30,000 rpm, and _N1HS is the high idle rotation speed of the first shaft 20, for example, about _40,000 rpm.
Note that the accelerator pedal operation amount θ _acc takes a value within a range from “0” in the non-operated state of the accelerator pedal to “1” in the entire operated state.

N _1s = (N _1R −N _1LS ) · θ _acc (1) N _1s = (N _1R −N _1HS ) · θ _acc (2) In the following step S4, the operating position SP of the shift lever is changed. P
It is determined whether the range is the range or the N range. If the determination in step S4 is affirmative, the idling speed N _3idle of the output shaft 26 is set to a relatively low value of, for example, about 800 rpm in step S5 and the first shaft 20 The target rotation speed N _1set is _given by the following equation (3)
Is determined from

N _1set = N _1LS + N _1s (3) On the other hand, if it is determined in step S4 that the operation position SP of the shift lever is not in the P range or the N range, the vehicle is required to move forward or backward. Since the travel range has been selected, it is first determined in step S6 whether the accelerator operation amount θ _acc is “0”.

If it is determined in step S6 that the accelerator operation amount θ _acc is “0”, in step S7 the vehicle speed V
Is determined to be lower than a predetermined reference vehicle speed _VL . This determination reference vehicle speed _VL is for determining whether or not the vehicle is substantially stopped, and a value of, for example, about 3 km / h is used. Step S4
Is negative and the determinations in steps S6 and S7 are both affirmative, a state in which the shift lever is operated to the travel range and the accelerator pedal 70 is not operated and the vehicle is substantially stopped, that is, the vehicle Therefore, steps S4, S6, and S7 correspond to the start-up preliminary state detecting means of the present embodiment.

If the determination in step S7 is affirmative, in step S8, the idle rotation speed N _3idle of the output shaft 26 is set to a relatively high value, for example, about 2000 rpm, and the target rotation speed N _1set of the first shaft 20 is set. Is determined from the following equation (4). Before the time t = 0 in the time chart of FIG. 6, a state in which the rotation speed is controlled by the above setting is shown.

N _1set = N _1HS (4) In the following step S9, a signal S4 for driving the fourth solenoid valve 52
Of by the fourth solenoid valve 52 duty ratio V _S4 is 100% is the excitation state (closed state), the hydraulic pressure within and the forward clutch C ₁ is closed supply oil passage 58 by the cut valve 60 P _c1
There with the forward clutch C ₁ is set to preferentially open state is drained (atmospheric pressure), the contents of the flag IDL is set to "1". Steps S8 and S9 correspond to the control means of the present embodiment. The relationship between the opening degree of the duty ratio V _S4 and the cut valve 60 of the signal S4 for driving the fourth solenoid valve 52 is shown for example in Figure 7. The flag IDL indicates the idling state of the gas turbine engine 10.

Next, in step S10, both the contents of the flag IDLS and the timer counter TS are reset to “0”. This flag IDLS indicates that a predetermined time TSE or more has elapsed since the accelerator pedal was depressed in the idle state, and the timer counter TS measures the elapsed time since the accelerator pedal was depressed in the idle state. It is.

In step S11, the output shaft 26 set as described above
The fuel supply amount Gf supplied to the combustor CC and the angle α _s of the variable nozzle VN are determined from a relationship stored in advance so that the idle rotation speed N _3idle of the first shaft 20 and the target rotation speed N _1set of the first shaft 20 can be obtained. Is done.

If the accelerator pedal 70 of the vehicle is depressed, the determination in step S6 is denied. Therefore, in step S12, the target rotation speed N of the first shaft 20 is calculated according to the following equation (5).
_{After 1 set} is determined, the flag IDLS is set in step S13.
It is determined whether or not the content of is set to “1”.

Since _{N 1set = N 1HS + N 1s} ··· (5) initially the determination in step S13 is negative, then "1" is added to the contents of the timer counter TS in step S14, the timer counter TS in step S15
Is determined whether or not the content of the data exceeds a predetermined reference value TSE. Initially, the determination in step S15 is denied, so in step S16 the content of the idle rotation speed _N3idle of the output shaft 26 is stored in the time function N3 stored in advance.
_Are replaced with values N _{3i (1)} , N _{3i (2)} ... Sequentially obtained from _{3i (TS)} together with the actual elapsed time TS. The above time function N
_{3i (TS)} is the second axis after the accelerator pedal 70 is operated.
22 is a curve showing a transient target of the rotation speed of 22 and is exemplified in FIG. 8, for example. The accelerator pedal 70
The timer counter TS whose counting is started by the operation of (1) counts the time spent for one cycle of the control cycle as 1, and the counted value corresponds to the elapsed time from the start of the operation of the accelerator pedal 70. I have. The time t = 0 in FIG. 6 corresponds to the elapsed time TS = 0 in FIG. 8, the time t = t _{1 in} FIG. 6 corresponds to the elapsed time TS = 11 in FIG. The value TSE is the elapsed time TS = 11.

At the following step S17 to S19, the duty ratio V _S4 to match the rotational speed N ₃ of the actual output shaft 26 and transient target obtained sequentially as described above is determined. That is, in step S17, the actual rotation speed N of the output shaft 26
₃ is judged whether larger than the target value N _{3i (TS)} is, is the forward clutch C ₁ is smaller duty ratio V _S4 by a predetermined value [Delta] V ₄ actuates the engagement side in step S18 in greater but if less is the forward clutch C ₁ is larger duty ratio V _S4 by a predetermined value [Delta] V ₄ at step S19 is actuated to the open side. This allows
The actual rotational speed N ₃ of the output shaft 26 is changed along the time function shown in Figure 8.

After _one hour has passed since the accelerator pedal 70 was operated,
If the determination in step S15 is affirmative, the content of the flag IDLS is set to "1" in step S20, and at the same time,
Clutch C ₁ duty ratio V _S4 is set to 0% is completely engaged. For this reason, in the next cycle, the determination in step S13 is affirmed.
At the same time that the duty ratio _VS4 is set to 0%, the flag I
The contents of DL are reset to “0”.

After the duty ratio _VS4 is determined as described above, the acceleration control of the gas turbine engine 10 is executed in steps S22 to S26. That is, step S22
In the rotational speed N ₁ of the actual first shaft 20 has a predetermined value .DELTA.N ₁ is subtracted from the target rotational speed N _1set value (N _1set -
ΔN ₁ ) is determined. This predetermined value Δ
N ₁ is the actual rotation speed N ₁ of the first shaft 20 is the target rotation speed N
It is a predetermined constant for judging the degree of _departure from _1set , and for example, 1000 rpm is adopted. Rotational speed N ₁ of the actual first shaft 20 in the step S22 is (N
_1set− ΔN ₁ ), the first
Since the rotation speed N ₁ of the shaft 20 is lower than the target rotation speed N _1set, in order to increase the rotation speed of the first shaft 20,
In step S23, the target inlet temperature T _4set of the compressor turbine CT is determined from the relationship stored in advance, and the inlet temperature T ₄ of the compressor turbine CT is changed to the target inlet temperature.
The fuel supply amount Gf for matching with T _4set is determined, and the angle α _s of the variable nozzle when accelerating the rotation of the first shaft 20 is determined. The rotation speed N ₁ of the actual first shaft 20 in the step S22 is (N _1set -ΔN ₁₎ If it is determined not to be smaller than the rotational speed N of the actual first shaft 20 in step S24 ₁ is (N _1set + ΔN ₁ )
It is determined whether it is greater than or not. If the determination in step S24 is affirmative, since the rotational speed N ₁ of the first shaft 20 is in a state higher than the target rotational speed N _1set, first shaft 20
In step S25, the target inlet temperature T _4set of the compressor turbine CT is determined from the relationship stored in advance to
The fuel supply amount Gf for the inlet temperature T ₄ of the T coincides with the target inlet temperature T _4set is determined, the angle alpha _s of the variable nozzle when decelerating the rotation of the first shaft 20 is determined. When the determination in step S24 is negative, the rotational speed N ₁ of the first shaft 20 is in the same state as the target rotational speed N _1set, in step S26, the first shaft 20
Rotation target inlet temperature T _4set compressor turbine CT for the speed N ₁ is maintained at the target rotational speed N _1set is determined, for the inlet temperature T ₄ of the compressor turbine PT coincide with the target inlet temperature T _4set of fuel supply amount Gf and the variable nozzle angle alpha _s is determined.

In a succeeding step S27, it is determined whether or not the operation position SP of the shift lever is in the R range. If the R-range, the forward clutch C ₁ is the duty ratio V _s4 is 100% for driving the fourth solenoid valve 52 is opened in step S28. When the R range is selected by the shift lever and the vehicle travels in reverse, as shown in FIG.
Although C ₁ is being opened, surely the forward clutch C ₁
Are provided in order to drain the above.

In step S29, an output signal required for controlling the lock-up clutch 36 and the automatic transmission 14 is determined. In the starting preliminary state of the vehicle, the rotation speed N ₃ of the output shaft 26 is
At the time of starting the vehicle in which the forward clutch C ₁ after being elevated to approximately 2000rpm is engaged, of course in the automatic transmission 14 first
The high gear is selected, and lock-up clutch 36 is in a disengaged state. In step S30, the signal S1, S2, S3 obtained so far, the signal S4 representing the duty ratio V _s4, the fuel supply amount Gf and the angle alpha _s of the variable nozzle is outputted, then control cycle in step S31 In this case, the efficiency η ₅₆ of the output turbine PT in the gas turbine engine 10 is, as shown in FIG.
Along with increased as the rotational speed N ₂ is high, the output P _PT of the gas turbine engine 10 as represented by the following formula (6), since the efficiency ₅₆ of the power turbine PT becomes higher increases higher, the power turbine PT The higher the efficiency η ₅₆ is, the more the driving force of the vehicle is obtained.

Where J is the work equivalent of heat, C _P is the specific heat at constant pressure, T ₅ is the inlet temperature of the output turbine PT, G ₅ is the gas flow rate at the inlet of the output turbine PT, P ₅ is the pressure at the inlet of the output turbine PT, P ₆ Is the pressure at the outlet of the power turbine PT, and K is the specific heat ratio.

In the above embodiment, when the start preliminary condition of the vehicle is detected by the step S4, S6, S7 corresponding to start preliminary condition detecting means, the forward clutch C ₁ is opened in step S8, S9, corresponding to the control means The idle rotation speed N _3idle of the output shaft 26 of the gas turbine engine 10 is, for example, 20
It is set to about ₀₀ rpm, the target rotation speed N _1set of the first shaft 20 is set to, for example, a high idle rotation speed N _1HS of about 4000 rpm, and the rotation speed of the output shaft 26 is higher than the normal idle state of 800 rotation speed. The efficiency η ₅₆ of the power turbine PT is maintained high. At this time, the step S2
9 lock-up clutch 36 of torque converter 12
Is opened and the first gear is selected in the automatic transmission 14. Then, when the accelerator pedal 70 Following the start preliminary condition is depressed, so far forward clutch C ₁ which has been opened are engaged, a large output from the gas turbine engine 10 efficiency eta ₅₆ is maintained high Is the drive wheel
This is transmitted to 18, and the starting acceleration of the vehicle is suitably improved. Figure 6 is a time chart showing the operation of the present embodiment, the change of a conventional output shaft speed N _3, and the vehicle speed V is shown in dashed lines.

Moreover, for a period start preliminary condition of the vehicle is detected, the step S9 that functions as a control means, is shut off power transmission path forward clutch C ₁ reaches the drive wheel 18 from being opened a gas turbine engine 10 is In addition, the turbine impeller 34 follows the pump impeller 32 of the torque converter 12, and the rotational speed difference therebetween is extremely small, so that energy loss and heat generation in the torque converter 12 can be prevented from being increased, and Fuel economy is not reduced.

Further, according to this embodiment, when the accelerator pedal 70 following the start preliminary condition of the vehicle is operated forward clutch C ₁ is engaged is in the FIG. 8 rotational speed N ₃ of the output shaft 26 _Varied along the indicated target rotational speed N _{3i (TS)} ,
Since the operation start of the accelerator pedal 70 until it exceeds a predetermined elapsed time is the rotational speed N ₃ of the output shaft 26 is low, the power turbine PT, reduction gear 30, the planetary gear for overdriving of the torque converter 12, the automatic transmission 14 The inertial energy stored in the device 38 is released, and when the vehicle starts, a driving force by the inertial energy is applied, so that the starting acceleration of the vehicle is further improved.

Further, according to the present embodiment, the forward clutch C ₁ that is operated when the automatic transmission 14 moves forward as a clutch that opens the power transmission path from the gas turbine engine 10 to the drive wheels 18 in the vehicle start-up reserve state. As compared with the case where a new clutch is inserted into the power transmission path, the one originally provided as a part of the automatic transmission 14 can be used, and Start control of the vehicle after the state is released becomes easy.

According to the present embodiment, step S5 is followed by step S5.
By S9 is executed, since the forward clutch C ₁ is opened in the stopped state of the vehicle other than the start preliminary conditions, there is an advantage that heat generation of the torque converter 12 is further reduced.

Next, another embodiment of the present invention will be described. In the following embodiments, the same reference numerals are given to portions common to the above description, and the description will be omitted.

In such an embodiment, the cut valve 60 for opening the forward clutch C ₁ is the fourth had been switched by the pilot pressure that is generated by the solenoid valve 52, directly by the solenoid comprises a solenoid of the linear solenoid type It may be in the form of being activated. In this case, as shown in FIG.
Is a first position communicating the supply oil passage 58 and the forward clutch C _1.
Spool valve 112 which is moved between a second position where the valve is opened to the drain, a spring 114 which biases the spool valve 112 toward the second position, and an urging force of the spring 114 And a linear solenoid 116 for moving the linear solenoid 116 to the first position.
16 continuously controls the position of the spool valve 112 according to the magnitude of the exciting current _Is4 supplied thereto. For this reason,
As shown in FIG. 11, the maximum value from the oil pressure P _C1 is atmospheric pressure of the forward clutch C ₁ in accordance with the magnitude of the excitation current I _s4 (source pressure)
Can be changed to In FIG. 11, the minimum value of the excitation current _Is4 is represented by “0”, the maximum value is represented by “1”, and the minimum value of the hydraulic pressure _PC1 is represented by “0”, and the maximum value is represented by “1”. According to the present embodiment, when the exciting current _Is4 is the minimum value "0", it corresponds to the case where the duty ratio _Vs4 of the above embodiment is 100%, and when the exciting current _Is4 is the maximum value "1". Since this corresponds to the case where the duty ratio _Vs4 of the above-described embodiment is 0%, it is controlled, for example, according to the flowchart shown in FIG.

In the above-described embodiment, the target rotation speed N _{3i (TS)} of the output shaft rotation speed N ₃ after the operation of the accelerator pedal 70 is one type of time function shown in FIG. As shown, a plurality of types of time functions are stored in advance, and the rotational speed of the output shaft 26 is controlled according to one type of time function selected corresponding to the actual operation amount θ _acc of the accelerator pedal 70. It may be. In this case, for example,
As shown in FIG. 14, an actual operation amount θ of the accelerator pedal 70 is obtained from a plurality of types of time functions stored in advance shown in FIG.
A step 32 of selecting a time function according to _acc is added between steps S15 and S16 in FIG. According to the present embodiment, as the operation amount θ _acc of the accelerator pedal 70 increases, the output shaft rotational speed N ₃ decreases in a short time and the decrease amount increases, so that the starting acceleration of the vehicle is suitably enhanced. There are advantages.

In the illustrated embodiment, the output shaft rotation speed N ₃ after operation of the accelerator pedal 70 by being varied along the time function of Figure 8, the until exceeding a predetermined elapsed time rotational speed However, as shown in FIG. 15, it is also possible to use a time function that continuously increases after the operation of the accelerator pedal 70, as shown in FIG. According to this embodiment, the output shaft rotation speed in the vehicle start-up preliminary state
By maintaining N ₃ high, the effect of improving the starting acceleration can be enjoyed.

The embodiments of the present invention have been described with reference to the drawings.
The present invention is applicable in other aspects.

For example, in the illustrated embodiment, in order to open the power transmission path to the driving theory 18 from the gas turbine engine 10, but the forward clutch C _1, which is engaged during forward in the automatic transmission 14 has been diverted, Another clutch may be separately provided either upstream or downstream of the torque converter 12 in the power transmission path.

Further, although the torque converter 12 is used in the preceding stage of the automatic transmission 14 of the above-described embodiment, a so-called fluid coupling or the like may be used.

Further, although the value of the criterion value TSE in step S15 in the above-described embodiment is “11”, it may be changed to another numerical value as needed.

Further, although in the foregoing embodiments, at the time of depressing the start of the vehicle spare state and the accelerator pedal 70 that follows, the engagement of the forward clutch C ₁ is cut valve 60 or the solenoid control valve
It was done by 110, but by pressure regulating the original pressure to act on the forward clutch C _1, is of or may be or engaged or opens the forward clutch C _1.

Further, in the above-described embodiment, the start-up reserve state of the vehicle is detected on the condition that the vehicle speed V is lower than the determination reference value _{VL of} about 3 km / h, but if the vehicle is substantially stopped, It is good.

In the start preliminary condition of the vehicle in the illustrated embodiments, although the forward clutch C ₁ has been fully opened, may be substantially open, is prima facie effect even engages slightly engaged You get it.

Further, in the above-described embodiment, the stop range of the vehicle is detected when the travel range of the shift lever is selected, the accelerator operation amount θ _acc is zero, and the vehicle speed V is lower than _VL. Running range and vehicle speed V
_May be detected with a value smaller than V _{L of} the vehicle, or with zero of the travel range of the shift lever and the accelerator operation amount θ _acc .

The above is merely an example of the present invention, and the present invention can be variously modified without departing from the gist thereof.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating the configuration of one embodiment of the present invention. FIG. 2 is a view for explaining each component of the automatic transmission shown in FIG. 1, and FIG. 3 is an automatic transmission selected by a combination of an operation position of a shift lever and an operation of a first solenoid valve and a second solenoid valve. 3 is a table for explaining gear positions of a transmission. FIG. 4 is a hydraulic circuit diagram showing a relationship between a fourth solenoid valve provided in the embodiment of FIG. 1 and a forward clutch of the automatic transmission. FIG. 5 is a flowchart for explaining a main part of control of the electronic control device of FIG. FIG. 6 is a time chart for explaining the operation obtained by the control of the electronic control unit of FIG. FIG. 7 is a diagram showing the relationship between the drive duty ratio of the fourth solenoid valve of FIGS. 1 and 4 and the operating state of the cut valve or the forward clutch. FIG. 8 is a diagram showing a time function used in the flowchart of FIG. FIG. 9 is a characteristic diagram showing the relationship between the rotation speed and the efficiency of the output turbine of the gas turbine engine of FIG. FIG. 10 is a diagram corresponding to FIG. 4 in another embodiment of the present invention. FIG. 11 is a characteristic diagram showing a relationship between an exciting current and an operating state of the electromagnetic control valve of FIG. Fig. 12 is 10
4 is a flowchart used in the embodiment of the figure. FIG. 13 is a diagram showing a time function used in another embodiment of the present invention. FIG. 14 is a diagram showing a main part of a flowchart of the embodiment of FIG. FIG. 15 is a view corresponding to FIG. 6 of another embodiment of the present invention. FIG. 16 is a diagram corresponding to the claims of the present invention. 10: Gas turbine engine 12: Torque converter (fluid type coupling) 14: Automatic transmission 18: Driving wheel C ₁ : Forward clutch (disengagement clutch) Steps S4, S6, S7: Start preliminary state detection means Steps S8, S9: Control means

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. ⁶ , DB name) F02D 29/00-29/06 B60K 41/00-41/28

Claims (1)

(57) [Claims] 1. A power transmission system for a vehicle equipped with a gas turbine engine, wherein the output of the gas turbine engine is transmitted to the driving theory via a fluid coupling and an automatic transmission, wherein the power transmission is performed from the gas turbine engine to the driving theory. A release clutch inserted in the power transmission path to open the power transmission path, a start preliminary state detecting means for detecting that the vehicle is in the preliminary start state, and a start preliminary state of the vehicle by the start preliminary state detecting means. Control means for releasing the clutch and increasing the output shaft rotation speed of the gas turbine engine by a predetermined amount when the state is detected, a power transmission device for a vehicle equipped with a gas turbine engine.