JP4747684B2 - Vehicle starting clutch control device - Google Patents

Description

  The present invention belongs to the technical field of a starting clutch control device for a vehicle that performs frictional engagement control of a starting clutch provided in a drive system by using an engaging force command value conversion map at the time of starting.

A conventional vehicle start clutch control device calculates a torque command value based on a vehicle state, converts the calculated torque command value into a hydraulic command value using a hydraulic command value conversion map, and sets the hydraulic command value when starting. The frictional engagement control of the starting clutch provided in the driving system is performed by outputting (see, for example, Patent Documents 1 and 2).
Japanese Patent Laid-Open No. 2001-116067 Japanese Patent Laid-Open No. 8-111002

  However, in the conventional vehicle starting clutch control device, since the torque command value is converted into the hydraulic command value based on the predetermined hydraulic command value conversion map, the friction coefficient μ of the starting clutch decreases. When the clearance between the plates increases due to wear of the facing material, the clutch hydraulic pressure cannot be corrected. For this reason, the target torque cannot be transmitted by the start clutch, the start clutch slips more than necessary, and the clutch burns up, or the engine speed rises more than necessary, giving the driver an unpleasant feeling, There was a problem.

  The present invention has been made paying attention to the above problem, and is a vehicle start clutch capable of performing appropriate fastening force control with respect to a target torque regardless of a decrease in the friction coefficient of the start clutch and an increase in clearance between the plates. An object is to provide a control device.

In order to achieve the above object, in the present invention, a torque command value is calculated based on a vehicle state, and the calculated torque command value is converted into a fastening force command value using a fastening force command value conversion map. In a vehicle start clutch control device that outputs a force command value and performs friction engagement control of a start clutch provided in a drive system,
The starting clutch is a clutch that is fastened by a control hydraulic pressure that is generated based on a hydraulic pressure command value;
Wherein when the vehicle is stopped which gave stall torque to the starting clutch under load, multiplied by the hydraulic far as the drive source rotation speed to the starting clutch is reduced, the driving source speed hydraulic increase in reduced until the drive Clutch engagement force correction means for correcting the inclination of the characteristics of the engagement force command value conversion map using the inclination of the hydraulic-torque characteristic obtained from the increase in the source torque as a correction value is provided.

  Therefore, in the vehicle starting clutch control device of the present invention, when the vehicle is stopped, the clutch engaging force correcting means applies an engaging force to the starting clutch until the driving source rotational speed decreases, and the driving source rotational speed decreases. The characteristics of the fastening force command value conversion map for converting the torque command value into the fastening force command value is corrected based on the fastening force at the time of the completion. That is, when the load is applied to the starting clutch, the driving source rotational speed is reduced, and the fastening force at the time when the driving source rotational speed is reduced can be referred to as a load action starting fastening force for the starting clutch. Therefore, the engagement force at the start of load after the decrease of the friction coefficient of the start clutch or after the increase of the clearance between the plates is less than the decrease of the friction coefficient of the start clutch or before the increase of the clearance between the plates. There is a relationship of shifting to the high fastening force side according to the degree of increase. For this reason, for example, by monitoring the history of the load action start fastening force with respect to the starting clutch, such as an increase in the load start time fastening force before and after the reduction of the friction coefficient, an appropriate clutch transmission torque can always be obtained. The characteristics of the fastening force command value conversion map can be corrected. As a result, it is possible to perform appropriate fastening force control with respect to the target torque, regardless of a decrease in the friction coefficient of the starting clutch and an increase in the clearance between the plates.

  BEST MODE FOR CARRYING OUT THE INVENTION The best mode for carrying out a vehicle start clutch control device of the present invention will be described below based on a first embodiment shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall view showing a drive system of a vehicle to which the starting clutch control device of the first embodiment is applied.
As shown in FIG. 1, the vehicle drive system of the first embodiment includes an engine 1, a first engine output shaft 2, a damper 3, a second engine output shaft 4, a forward clutch 5 (starting clutch), a river Scratch 6 (start clutch), forward / reverse switching gear 7, transmission input shaft 8, primary pulley 9, belt 10, secondary pulley 11, transmission output shaft 12, output gear 13, and differential gear 14, drive shafts 15 and 16, and drive wheels 17 and 18. In other words, the vehicle drive system of the first embodiment has an engine 1 and a belt-type continuously variable transmission, and has a configuration in which a forward clutch 5 and a reverse clutch 6 using a wet multi-plate clutch are used as starting elements instead of a conventional torque converter. Adopted.

The forward clutch 5 is interposed between the second engine output shaft 4 and the transmission input shaft 8 and directly connects the second engine output shaft 4 and the transmission input shaft 8 by fastening the forward clutch 5. .
The forward / reverse switching gear 7 is constituted by a set of simple planetary gears. A sun gear 7a is connected to the transmission input shaft 8, and a carrier 7c supporting the pinion 7b is connected to the transmission case 19 via the reverse clutch 6. The ring gear 7 d is directly connected to the second engine output shaft 4.
That is, by engaging the reverse clutch 6, the carrier 7c is fixed to the transmission case 19, and the forward input rotation from the second engine output shaft 4 is the forward / reverse switching gear 7 to which the carrier 7c is fixed. , The output rotation is increased in the reverse direction and is transmitted to the transmission input shaft 8.

  When the forward clutch 5 is engaged and the reverse clutch 6 is released, the rotational driving force from the engine 1 is as follows: first engine output shaft 2 → damper 3 → second engine output shaft 4 → forward clutch 5 → transmission Input shaft 8 → primary pulley 9 → belt 10 → secondary pulley 11 → transmission output shaft 12 → output gear 13 → differential gear 14 → drive shafts 15 and 16 → drive wheels 17 and 18.

  When the reverse clutch 6 is engaged and the forward clutch 5 is disengaged, the rotational driving force from the engine 1 is as follows: first engine output shaft 2 → damper 3 → second engine output shaft 4 → forward / reverse switching gear 7 → Transmission input shaft 8 → primary pulley 9 → belt 10 → secondary pulley 11 → transmission output shaft 12 → output gear 13 → differential gear 14 → drive shafts 15 and 16 → drive wheels 17 and 18.

In the first embodiment, as shown in FIG. 1, an oil pump 20, a control valve unit 21, and a control unit 22 are provided as a hydraulic control system.
The oil pump 20 is built in the transmission case 19 and its pump shaft is driven by the first engine output shaft 2.
The control valve unit 21 uses a discharge pressure from the oil pump 20 as a hydraulic pressure source to generate a primary pulley pressure and a secondary pulley pressure for gear ratio control, and to generate clutch hydraulic pressures of the forward clutch 5 and the reverse clutch 6. produce.
The control unit 22 outputs a control command for creating a primary pulley pressure and a secondary pulley pressure and a control command for creating a clutch hydraulic pressure to the solenoid valve in the control valve unit 21 based on predetermined input information. .

FIG. 2 is a hydraulic circuit diagram showing a hydraulic circuit configuration to the forward clutch 5 in the control valve unit 21 of the starting clutch control device of the first embodiment.
As shown in FIG. 2, the control valve unit 21 includes a pressure regulator valve 211, a clutch regulator valve 212, a select switch valve 213, a select control valve 214, a manual valve 215, a pilot valve 216, and a pilot solenoid. 217, a clutch solenoid 218, and a select switch solenoid 219, and the above components are connected by an oil passage shown in FIG.

  The hydraulic pressure control of the forward clutch 5 is controlled by guiding the hydraulic pressure adjusted by the clutch solenoid 218 from the select switch valve 213 to the select control valve 214 to the manual valve 215 to the clutch oil chamber of the forward clutch 5. . The same applies to the reverse clutch 6. When the R range is selected, the regulated hydraulic pressure from the select control valve 214 is transferred to the clutch oil chamber of the reverse clutch 6 via the manual valve 215 whose spool position is switched. It is controlled by leading to.

FIG. 3 is a control block diagram illustrating a starting clutch hydraulic control system of the starting clutch control device according to the first embodiment.
The starting clutch hydraulic control system according to the first embodiment includes a throttle opening sensor 30, a vehicle speed sensor 31, an engine speed sensor 32, a primary pulley speed sensor 33, a brake as sensors that provide input information to the control unit 22. A switch 34, an engine torque sensor 35, and a transmission hydraulic oil temperature sensor 36 are provided.

  In the control unit 22, a torque command value for calculating a torque command value based on information such as throttle opening, vehicle speed, engine speed, primary speed, transmission hydraulic oil temperature, brake signal, engine torque, etc. A calculation circuit 221 and a hydraulic pressure command value conversion map (fastening force command value conversion map: see FIG. 5) for converting the calculated torque value command value into a hydraulic pressure command value in consideration of viscosity due to a change in transmission hydraulic oil temperature. A hydraulic pressure command value conversion map setting unit 222 for setting each transmission hydraulic oil temperature, and a current command value conversion map setting unit 223 for setting a current command value conversion map (see FIG. 6) for converting the hydraulic pressure command value into a current command value. And have. The current command value calculated by the current command value conversion map setting unit 223 is sent to the clutch solenoid 218.

Next, the operation will be described.
[Clutch oil pressure correction control process]
FIG. 4 is a flowchart showing the flow of the clutch oil pressure correction control process executed by the control unit 22 of the first embodiment. Each step will be described below (clutch engagement force correction control means).

In step S1, it is determined whether the selected range position is the D range, D1 range, or R range based on a signal from an inhibitor switch (not shown). If YES, the process proceeds to step S2. If NO, step S1 is performed. Repeat the determination.
That is, since the hydraulic pressure command value conversion map is different between forward and reverse, the forward logic is selected for the D range or D1 range, and the reverse logic is selected for the R range.

  In step S2, following the determination that any of the D, D1, and R ranges is selected in step S1, the number of times of hydraulic pressure correction n = 0 after the ignition key is turned ON, or the ignition key is pressed. It is determined whether or not the travel distance ΔX after turning on has reached the set travel distance X (set value) or more. If YES, the process proceeds to step S3, and if NO, the process returns to step S1.

In step S3, following the determination that n = 0 or ΔX ≧ X in step S2, if the hydraulic pressure has been corrected once, the hydraulic pressure command value conversion map at N idle / non-N idle is used. The correction history is reset, and the process proceeds to step S4.
That is, if there is correction experience in each of the correction logics at the time of N idle and non-N idle, the correction history remains, and the correction logic thereafter is affected, so the correction history is reset.

In step S4, following the reset of the correction history in step S3, it is determined whether the brake is ON, the vehicle speed = 0, the accelerator opening = 0, and the engine water temperature T2 ≧ T1. If YES, step S5 is performed. If NO, the process returns to step S1.
That is, if the brake is ON, the vehicle speed = 0, and the accelerator opening = 0, it is determined that the vehicle is stopped. If the engine water temperature T2 is equal to or higher than the set value T1, it is determined that the engine is warmed up and the engine rotation is stable.

In step S5, following the determination of the vehicle stop and engine warm-up in step S4, it is determined whether or not the engine is N idle (= when the engine is idling at the N range position). If YES, the process proceeds to step S6. If NO, the process proceeds to step S12.
That is, the correction logic for each of the N idle time and the non-N idle time is selected depending on whether or not the N idle time.

  In step S6, it is determined whether or not the map correction at the time of N idling has been performed following the determination at the time of N idling in step S5. If YES, the process proceeds to step S11 and unnecessary map correction is performed. If NO, the process proceeds to step S7.

  In step S7, following the determination that the map correction at the time of N idling in step S6 is not performed, the engine speed at the time of the clutch load 0 is set as the set speed Ne1, until the set speed Ne1 falls below this set speed Ne1. The clutch hydraulic pressure of the forward clutch 5 or the reverse clutch 6 is increased by the hydraulic pressure set value P, and the process proceeds to step S8.

  In step S8, following the process of increasing the hydraulic pressure set value P in step S7, it is determined whether or not the engine speed Ne is equal to or lower than the set speed Ne1. If YES, the process proceeds to step S9, and NO is determined. If so, the process returns to step S7. That is, the pressure is increased by the hydraulic pressure set value P and stopped when the engine speed Ne falls below the set speed Ne1.

  In step S9, following the determination of engine speed Ne ≦ set speed Ne1 in step S8, a hydraulic pressure correction value that must be corrected due to a decrease in clutch μ or clutch wear is calculated from the hydraulic pressure increase ΔP1. The process proceeds to step S10.

  In step S10, following the calculation of the hydraulic pressure correction value in step S9, as shown in FIG. 7, N idle time map correction is performed to offset the hydraulic pressure command value conversion map by the hydraulic pressure increase ΔP1, and the process proceeds to step S11.

  In step S11, it is determined whether or not the non-N idle map correction has been performed following the N idle map correction in step S10. If YES, the process proceeds to a return. If NO, the process returns to step S5.

  In step S12, it is determined whether or not map correction at non-N idle time has been performed following determination of non-N idle time at step S5. If YES, the process proceeds to step S17 and an unnecessary map is determined. Correction is prevented, and if NO, the process proceeds to step S13.

  In step S13, following the determination that the map correction at the time of non-N idle in step S12 is not performed, the engine speed in consideration of engine stall is set as the set speed Ne2, and until the set speed Ne2 is below, The clutch hydraulic pressure of the forward clutch 5 or the reverse clutch 6 is increased by the hydraulic pressure set value P, and the process proceeds to step S14.

  In step S14, following the process of pressurizing the hydraulic pressure set value P in step S13, it is determined whether or not the engine speed Ne is equal to or lower than the set speed Ne2. If YES, the process proceeds to step S15, and NO is determined. If so, the process returns to step S13. That is, the pressure is increased by the hydraulic pressure set value P and stopped when the engine speed Ne falls below the set speed Ne2.

  In step S15, following the determination of engine revolution speed Ne ≦ set revolution speed Ne2 in step S14, the engine pressure increase ΔP2 up to that point and the engine until the oil pressure increase ΔP2 is increased from before the oil pressure is increased. The inclination ΔY as a correction value is calculated from the torque increase ΔTq, and the process proceeds to step S16.

  In step S16, following calculation of the inclination ΔY (correction value) in step S14, as shown in FIG. 8, non-N idle time map correction is performed to correct the hydraulic pressure command value conversion map with the inclination ΔY, and the process proceeds to step S17. To do.

  In step S17, it is determined whether or not N-idle map correction has been performed following non-N-idle map correction in step S16. If YES, the process proceeds to return, and if NO, the process returns to step S5.

[Background technology]
For example, as shown in Fig. 1, a wet multi-plate clutch is used as a starting element instead of a torque converter, and hydraulic control is performed by using a conventional lock-up solenoid (L / U SOL), thereby enabling the start. In the transmission, the hydraulic control of the starting clutch by the wet multi-plate clutch is performed as follows.

  First, when the select switch is turned on, the select switch valve is switched, and the hydraulic pressure adjusted by the lock-up solenoid flows from the select switch valve → select control valve → manual valve → forward clutch or reverse clutch. ing. In the first embodiment of the present invention, the hydraulic flow is the same except that the lock-up solenoid is a clutch solenoid 218 (CL SOL).

When performing the start clutch hydraulic pressure control, a current command value for regulating the clutch hydraulic pressure is calculated by the control unit and sent to the lockup solenoid.
The current command value is calculated by first calculating a torque command value based on information such as throttle opening, vehicle speed, engine speed, primary speed, transmission hydraulic oil temperature, brake signal, and engine torque. The calculated torque command value is converted into a hydraulic command value based on a hydraulic command value conversion map as shown in FIG. The hydraulic pressure command value conversion map is determined for each transmission hydraulic oil temperature in consideration of the viscosity due to a change in transmission hydraulic oil temperature. Thereafter, the hydraulic pressure command value is converted into a current command value based on a current command value conversion map as shown in FIG. 6, and the lockup solenoid is controlled.

By the way, when the friction coefficient μ of the starting clutch decreases, in order to make the clutch transmission torque before the change and the clutch transmission torque after the change the same, the pressure receiving area of the clutch does not change. The oil pressure must be increased.
In addition, if the clearance between the plates of the starting clutch increases due to wear of the facing material, in order to make the clutch transmission torque before the change and the clutch transmission torque after the change the same, the plate is increased by the increased clearance. The oil pressure must be increased because it must be pushed out.

  However, in the starting clutch hydraulic control, the torque command value is converted into the hydraulic command value based on a predetermined hydraulic command value conversion map, so the friction coefficient μ of the starting clutch is reduced or the facing material is worn. When the clearance between the plates increases, the clutch hydraulic pressure cannot be corrected. For this reason, the target torque cannot be transmitted by the start clutch, the start clutch slips more than necessary, and the clutch burns up, or the engine speed rises more than necessary, giving the driver an unpleasant feeling, There is a problem.

[N idle map correction]
In order to produce the same clutch transmission torque before and after the change with respect to the decrease in the friction coefficient μ of the start clutch and the increase in the clearance between the plates as described above, in the first embodiment, the hydraulic correction of the start clutch is performed as follows. Do.

  When the vehicle is stopped and the vehicle is N idle, the flow proceeds to step S1, step S2, step S3, step S4, step S5, step S6, step S7 in the flowchart of FIG. The engine speed is set to the set speed Ne1, and the clutch hydraulic pressure of the forward clutch 5 or the reverse clutch 6 is increased by the hydraulic pressure set value P until the engine speed falls below the set speed Ne1.

  Then, in step S8, by increasing the pressure by the oil pressure set value P, when the engine speed Ne falls below the set speed Ne1, the pressurization is stopped, and the process proceeds to step S9, from the oil pressure increase ΔP1 up to that point. Then, a hydraulic pressure correction value that must be corrected due to a decrease in clutch μ or clutch wear is calculated, and in the next step S10, as shown in FIG. 7, the hydraulic pressure command value conversion map is entirely offset by the hydraulic pressure increase ΔP1. Perform idle map correction.

  In other words, when the vehicle is stopped and the vehicle is N idle, the load is not applied to the starting clutch in order to reduce the inertia for the purpose of improving fuel efficiency. Therefore, the amount of hydraulic pressure that must be corrected is where the starting clutch is loaded, that is, where the engine speed falls.

  Therefore, the hydraulic pressure is applied to the starting clutch until the engine speed drops, and the hydraulic pressure increase ΔP1 until the engine speed drops falls as a correction value, and the hydraulic pressure command value conversion map is offset by the correction value.

  Therefore, when the engine idle speed is charged by the engine idle speed where the hydraulic pressure is charged to the limit where no torque is applied to the starting clutch, the hydraulic pressure level before pressurizing the hydraulic pressure set value P eliminates the clearance between the plates and transmits the torque. By using the reference oil pressure in the clutch slip state without any engine oil pressure increase ΔP1 until the engine speed drops, the correction value is used as it is, and the oil pressure command value conversion map can be easily corrected by offset processing.

  For this reason, the map correction at the time of N idling makes it possible to control the hydraulic pressure appropriate for the target torque (= the appropriate value for the torque command value) regardless of the decrease in μ of the starting clutch (forward clutch 5 or reverse clutch 6) or facing material wear. Control for obtaining a hydraulic pressure command value) is possible, and stable starting clutch control can be performed.

[Non-Nid idle map correction]
When the vehicle is stopped and is non-N-idle, in the flowchart of FIG. 4, the process proceeds from step S1, step S2, step S3, step S4, step S5, step S12, and step S13. In step S13, engine stall is considered. The set engine speed Ne2 is set to the set engine speed Ne2, and the clutch oil pressure of the forward clutch 5 or the reverse clutch 6 is increased by the oil pressure set value P until the engine speed falls below the set engine speed Ne2.

  Then, in step S14, by increasing the pressure by the oil pressure set value P, when the engine speed Ne falls below the set speed Ne2, the pressurization is stopped, the process proceeds to step S15, and the oil pressure increase ΔP2 up to that point is increased. The slope ΔY as a correction value is calculated from the engine torque increase ΔTq from when the hydraulic pressure is increased to when the hydraulic pressure increase ΔP2 is increased, and in the next step S16, as shown in FIG. Non-N idle map correction is performed with the inclination of the characteristic line of the conversion map as the inclination ΔY.

  That is, in order to improve the responsiveness when the vehicle starts creeping from the stop, the engine speed Ne2 is set in advance so that the engine does not stall at the time of non-N idle stop where a load is applied to the start clutch to give a stall torque. Apply hydraulic pressure to the starting clutch until it falls. Since the engine torque increase ΔTq at that time is the clutch torque increase, the slope ΔY of the relationship between the hydraulic pressure and the torque can be obtained from the applied hydraulic pressure increase ΔP2 and the engine torque increase ΔTq. Correct the transformation map.

  Therefore, at the time of non-N idle stop where a load is applied to the starting clutch to give a stall torque, the reference hydraulic pressure is not provided as in the case of N idle stopping, but the hydraulic pressure increase ΔP2 applied to the starting clutch is From the engine torque increase ΔTq (= clutch torque increase), an appropriate slope ΔY of the relationship between the hydraulic pressure and the torque is obtained, and this slope ΔY becomes a correction value so that the stall start can be performed at non-N idle time. However, the hydraulic pressure command value conversion map can be corrected without treating it as an exceptional situation that cannot be corrected.

  For this reason, the map correction at non-N idle time makes it possible to control the hydraulic pressure appropriate for the target torque (= appropriate for the torque command value) regardless of the decrease in μ of the starting clutch (forward clutch 5 or reverse clutch 6) or the facing material wear. Control for obtaining a proper hydraulic pressure command value), and stable starting clutch control can be performed.

[Hydraulic command value conversion map correction conditions]
In the first embodiment, when the process proceeds from step S1, step S2, step S3, step S4, and step S5 in the flowchart of FIG. 4, the range position is in the forward range position of D or D1 or the reverse range position of R (step S1) and when the hydraulic pressure correction is not experienced after the engine is started or when the travel distance ΔX reaches the set value X after the engine is started (step S2) and there is a correction history even once. When the condition that the correction history is reset (step S3) and the vehicle is stopped and the engine speed is stable (step S4) is satisfied, the map correction at N idle time or the map correction at non-N idle time is performed. I am doing so.

  In this way, by always correcting the hydraulic pressure command value conversion map once every time the engine 1 is started, it is possible to ensure start clutch control that is not affected by μ reduction of the start clutch or facing material wear. In addition, if the driving distance is long, even if there is correction experience when the vehicle is stopped, the hydraulic command value conversion map is corrected again when a certain distance is reached, so that more stable starting clutch control is performed. To ensure the effect.

Next, the effect will be described.
In the vehicle start clutch control device of the first embodiment, the following effects can be obtained.

  (1) Calculate the torque command value based on the vehicle state, convert the calculated torque command value to the fastening force command value using the fastening force command value conversion map, and drive the drive by outputting the fastening force command value at the start In a vehicle start clutch control device that controls frictional engagement of a start clutch provided in the system, when the vehicle is stopped, the start force is applied to the start clutch until the drive source speed decreases, and the drive source speed decreases. Since clutch engagement force correction means for correcting the characteristics of the engagement force command value conversion map based on the engagement force at the time is provided, the target torque can be controlled regardless of the decrease in the friction coefficient of the starting clutch and the increase in the clearance between the plates. Appropriate fastening force control can be performed.

  (2) The starting clutch is a forward clutch 5 and a reverse clutch 6 which are provided in an engine drive system and are engaged by a control oil pressure generated based on an oil pressure command value, and the clutch engagement force correcting means includes the starting clutch When the vehicle is stopped due to engine idle rotation where the hydraulic pressure is charged to the limit where no torque is applied, the hydraulic pressure is applied to the start clutch until the engine speed decreases, and the hydraulic pressure increase ΔP1 until the engine speed decreases is increased. Since the correction value is offset and the characteristics of the hydraulic pressure command value conversion map are offset to the high pressure side by the correction value, the hydraulic pressure command value conversion map can be corrected by setting a simple correction value at the time of N idle.

  (3) The starting clutch is a forward clutch 5 and a reverse clutch 6 that are provided in an engine drive system and are engaged by a control oil pressure that is generated based on an oil pressure command value, and the clutch engagement force correcting means includes the starting clutch When the vehicle is stopped with a stall torque applied to the engine, the hydraulic pressure is applied to the starting clutch until the engine speed decreases, and the oil pressure increase ΔP2 and the engine torque increase ΔTq until the engine speed decreases. The required hydraulic pressure-torque characteristic slope ΔY is used as a correction value to correct the hydraulic pressure command value conversion map characteristic slope, so that the hydraulic pressure command value conversion can be performed without being treated as an exceptional situation that cannot be corrected even at non-N idle time. The map can be corrected.

  (4) The starting clutch is a forward clutch 5 and a reverse clutch 6 which are provided in an engine drive system and are engaged by a control oil pressure generated based on an oil pressure command value. When the travel range is selected and the engine speed is stable, the oil pressure correction is not experienced after the engine is started, or the travel distance ΔX after the engine is started reaches the set value X Since the characteristics of the hydraulic pressure command value conversion map are corrected, it is possible to ensure start clutch control that is not affected by a decrease in the start clutch μ or wear of the facing material, even when a single driving distance is long.

  (5) The starting clutch is a wet multi-plate clutch that is set as a starting element instead of a torque converter at a position between the engine and the continuously variable transmission. A stable starting clutch control that meets the requirements can be performed for a starting element that is likely to undergo a change in clearance and that requires highly accurate transmission torque control.

  The vehicle starting clutch control device of the present invention has been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and the claims relate to each claim. Design changes and additions are allowed without departing from the scope of the invention.

  In the first embodiment, as clutch engagement force correction means, N idle time map correction means that uses a hydraulic pressure increase ΔP1 until the engine speed decreases as a correction value, and hydraulic pressure increase ΔP2 until the engine speed decreases. An example of the non-N idle time map correction means using the inclination ΔY of the hydraulic-torque characteristic obtained from the engine torque increase ΔTq as a correction value is shown. However, for example, from the past to the present, a large amount of hydraulic data at the time when the load is applied to the starting clutch is stocked. The correction value may be limited. In short, the clutch engagement force correction means applies the engagement force (hydraulic pressure) to the start clutch until the drive source rotation speed decreases when the vehicle stops, and based on the engagement force (hydraulic pressure) when the drive source rotation speed decreases. As long as the means corrects the characteristics of the fastening force command value conversion map (hydraulic command value conversion map), the means is not limited to the means shown in the first embodiment.

  In the first embodiment, an example of a hydraulic multi-plate friction clutch (forward clutch 5 and reverse clutch 6) provided in an engine drive system and fastened by a control hydraulic pressure generated based on a hydraulic pressure command value is shown as a starting clutch. For example, an electromagnetic multi-plate friction clutch that applies an electromagnetic force itself by a solenoid or a force obtained by increasing the electromagnetic force by a cam to the multi-plate friction clutch may be used. In this case, the fastening force command value conversion map is a solenoid command value conversion map for converting a torque command value into a solenoid command value.

  In the first embodiment, an example of a starting clutch control device for an engine vehicle equipped with an engine as a drive source is shown. However, an electric vehicle or a fuel cell vehicle equipped with a motor as a drive source, or an engine and motor as a drive source. It can also be applied to hybrid vehicles. Further, the present invention can be applied to a vehicle having both a torque converter and a starting clutch in a drive system.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall view showing a drive system of a vehicle to which a start clutch control device of Embodiment 1 is applied. It is a hydraulic circuit diagram which shows the hydraulic circuit structure to a forward clutch among the control valve units of the starting clutch control apparatus of Example 1. FIG. It is a control block diagram which shows the starting clutch hydraulic control system of the starting clutch control apparatus of Example 1. FIG. 6 is a flowchart showing a flow of clutch oil pressure correction control processing executed by the control unit of the first embodiment. It is a figure which shows an example of the hydraulic pressure command value conversion map set beforehand. It is a figure which shows an example of the preset current command value conversion map. It is a figure which shows the correction | amendment state of a hydraulic pressure command value conversion map at the time of N idle in the starting clutch control apparatus of Example 1. FIG. It is a figure which shows the correction | amendment state of a hydraulic pressure command value conversion map at the time of non-N idle in the starting clutch control apparatus of Example 1. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 1st engine output shaft 3 Damper 4 2nd engine output shaft 5 Forward clutch (start clutch)
6 Reverse clutch (starting clutch)
7 Forward / reverse switching gear 8 Transmission input shaft 9 Primary pulley 10 Belt 11 Secondary pulley 12 Transmission output shaft 13 Output gear 14 Differential gears 15 and 16 Drive shafts 17 and 18 Drive wheels 19 Transmission case 20 Oil pump 21 Control valve unit 22 Control unit

Claims (5)

A torque command value is calculated based on the vehicle state, the calculated torque command value is converted into a fastening force command value using a fastening force command value conversion map, and the fastening force command value is output and provided in the drive system when starting. A starting clutch control device for a vehicle that performs frictional engagement control of the received starting clutch,
The starting clutch is a clutch that is fastened by a control hydraulic pressure that is generated based on a hydraulic pressure command value;
Wherein when the vehicle is stopped which gave stall torque to the starting clutch under load, multiplied by the hydraulic far as the drive source rotation speed to the starting clutch is reduced, the driving source speed hydraulic increase in reduced until the drive A starting clutch control device for a vehicle , comprising a clutch engagement force correcting means for correcting an inclination of a characteristic of the engagement force command value conversion map using an inclination of a hydraulic-torque characteristic obtained from a source torque increase as a correction value. . In the vehicle start clutch control device according to claim 1,
A vehicle start clutch control device using an engine as a drive source . In the vehicle start clutch control device according to claim 1 or 2 ,
Before SL clutch engaging force correcting means applies a hydraulic pressure to the point where when the vehicle stops by the engine idle speed which is charged hydraulic to limit the not applied to the starting clutch torque, the engine speed to the starting clutch decreases, the engine A starting clutch control device for a vehicle, wherein an increase in hydraulic pressure until the rotational speed decreases is used as a correction value, and the characteristics of the fastening force command value conversion map are offset-corrected to the high pressure side by the correction value. The starting clutch control device for a vehicle according to any one of claims 1 to 3 ,
Before SL clutch engaging force correcting means, at the time of selection of the forward or reverse running range, and, when the engine speed is stable, when not experiencing hydraulic correction after the engine is started, or after starting the engine When the travel distance of the vehicle reaches a set value, the characteristics of the engagement force command value conversion map is corrected. The start clutch control device for a vehicle according to any one of claims 1 to 4,
The starting clutch control device for a vehicle according to claim 1, wherein the starting clutch is a wet multi-plate clutch set as a starting element instead of a torque converter at a position between the engine and the continuously variable transmission.

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