JPS6217663B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for a transmission with a direct coupling clutch that directly connects the input side and output side of a torque converter or a fluid coupling.

A transmission that combines a torque converter or a fluid coupling (generally referred to as a torque converter in this specification) and a gear mechanism has losses due to the slip of the torque converter.
Fuel consumption will increase.

Therefore, we came up with a transmission with a direct coupling clutch that directly connects the input side and output side of the torque converter, and operates the direct coupling clutch under predetermined conditions to reduce the amount of torque converter slip and improve fuel efficiency. It is being

However, in conventional transmissions of this type, power is transmitted fluidly by a torque converter, and in other cases, a direct coupling clutch is operated.
When the engine output is mechanically transmitted to the input shaft of the gear mechanism of the transmission through a direct coupling clutch, there is a difference in the operating state of the engine, so the ignition timing of the engine is optimized when power is transmitted by the torque converter. is inappropriate when the direct coupling clutch is in operation, causing engine knocking and adversely affecting fuel efficiency and exhaust gas purification performance.

This invention was made in view of the above-mentioned circumstances, and provides a control device for a transmission with a direct coupling clutch that optimizes engine ignition timing, fuel efficiency, and exhaust gas purification performance regardless of whether the direct coupling clutch is activated or not. The purpose is to provide.

Embodiments of the present invention will be described below with reference to FIGS. 1 and 2. FIG. 1 is a block diagram showing one embodiment of a control system for a direct-coupled clutch transmission according to the present invention, and numeral 1 in the figure is a spark ignition type engine. Reference numeral 2 denotes a torque converter with a direct coupling clutch, which is fitted into a pump impeller 4 driven by the output shaft 3 of the engine 1, a torque converter output shaft 5, and is fixed via a turbine runner 6 that rotates together with this and a one-way clutch 7. stator 8,
The drive plate 10 of the direct coupling clutch 9 rotates together with the pump impeller 4, and the clutch plate 11 is connected to the turbine runner 6 and fitted so as to be movable in the axial direction with respect to the output shaft 5. Reference numeral 12 denotes a transmission consisting of a combination of gear mechanisms, and its output shaft 13 drives the wheels of an automobile (not shown). 1
A rotation sensor 4 detects the rotation speed of the output shaft 5 of the torque converter 2 with a direct coupling clutch and outputs a signal proportional to the vehicle speed.

Reference numeral 16 denotes a direct clutch control device, which is composed of an electronic circuit, and is controlled by signals from a rotation sensor 15 that detects the rotation speed of the output shaft 13 of the transmission 12 and a throttle opening sensor 17 that detects the throttle opening of the engine 1. Specifically, as illustrated in FIG. 2, the operating range of the direct coupling clutch 9 is determined in relation to the vehicle speed and the slot opening. Reference numeral 18 denotes a direct coupling clutch control valve that operates in response to the output of the direct coupling clutch control device 16. When the solenoid 19 operates, the hydraulic pump 2
Send the pressure oil supplied by 0 to the pipe 21 side,
Moreover, the pipe 22 is configured to be connected to the drain oil pipe 23. Therefore, when the solenoid 19 operates, the hydraulic pressure of the hydraulic pump 20 is applied to the right side of the clutch plate 11 via the inside of the torque converter 2, and the clutch plate 11 is applied to the right side of the clutch plate 11.
The upper part moves to the left and comes into contact with the drive plate 10, and the direct coupling clutch 9 is activated. On the other hand, when the solenoid 19 is inactive, pressure oil is supplied to the pipe 22 and the pipe 21 is connected to the oil drain pipe 23. Therefore, solenoid 19
is in the inactive state, the hydraulic pressure is applied to the clutch plate 11.
, the drive plate 10 and the clutch plate 11 are disengaged, and the direct coupling clutch 9 becomes inoperative.

Reference numeral 24 is an ignition distributor for the engine 1, which incorporates a known pickup (not shown) for determining the ignition timing of the engine 1, and its output signal is sent to a delay circuit 25. The delay circuit 25 receives a signal from the rotation sensor 14 and determines a predetermined number of rotations, and includes a rotation detection circuit 26 that is composed of an electronic circuit that turns on when the number of rotations is below the predetermined number and turns off when it exceeds the predetermined number of rotations. AND circuit 27 receiving the output signal of the direct clutch control device 16 and the output signal of the direct clutch control device 16.
It is controlled by the output signal of the AND circuit 27, and only when there is an output signal of the AND circuit 27, an output that delays the ignition timing determined by the distributor 24 by a time corresponding to a constant crank angle of the engine is sent to the igniter 28. Therefore, when the direct coupling clutch control device 16 is in a non-operating state or when the rotation of the output shaft 5 is equal to or higher than the rotation speed determined by the rotation detection circuit 26, the rotation detection circuit 26 is turned off, so that the delay circuit 25 is turned off. does not delay the ignition timing signal, and the ignition timing of the engine 1 is ignited at the timing determined by the distributor 24. 29 is igniter 28
The primary current is turned on and off by the ignition coil, and its high voltage output is distributed to the necessary cylinders (not shown) of the engine 1 by the distributor 24, and the engine 1 is ignited. be.

FIG. 2 is a diagram showing an example of the operating characteristics of the direct coupling clutch control device 16. Line A in the figure shows the vehicle speed at which the direct coupling clutch 9 becomes operational when the continuous speed increases, and line B indicates the vehicle speed when the vehicle speed decreases. Indicates the vehicle speed at which the vehicle becomes inactive when the As you can see from this second figure,
The direct clutch control device 16 controls the vehicle speed (transmission 12
The operating range is generally determined by the rotational speed of the output shaft 13 of the engine 1 and the throttle opening of the engine 1.

Next, the operation of the above-mentioned apparatus of the present invention will be explained. First, in a state where the vehicle speed is increasing from a stopped state, the rotation speed of the transmission output shaft 13,
That is, when the point determined by the rotation sensor 15 that detects the vehicle speed and the throttle opening sensor 17 is in the left region of line A in FIG. remains inactive and the hydraulic pump 20
Pressure oil is sent to a pipe 22 by a direct clutch control valve 18, and the pipe 21 is connected to an oil drain pipe 23. As a result, the clutch plate 11 receives hydraulic pressure from the left side in the figure, the direct coupling clutch 9 becomes inactive, and the engine output is fluidly transmitted by the torque converter 2.
At this time, the delay circuit 25 detects that the ignition timing signal of the distributor 24 is not delayed even if the rotation speed of the output shaft 5 of the torque converter 2 is low and the rotation detection circuit 26 is in the ON state, so that the ignition timing signal of the distributor 24 is not delayed. Ignition is performed at the ignition timing determined by the distributor 24, that is, at the ignition timing optimized while the torque converter 2 is fluidly transmitting power.

Next, the vehicle speed increases and exceeds the vehicle speed determined by the output signals of the rotation sensor 15 and the throttle opening sensor 19.
That is, when reaching the region to the right of line A in FIG.
8 and the solenoid 19 is operated, the pressure oil of the hydraulic pump 20 is switched to the pipe 21 side, and is sent to the right side of the clutch plate 11 via the inside of the torque converter 2. is connected to the drain oil pipe 23, and the pipe 2
The oil on the second side is drained. Therefore, the direct coupling clutch 9 is activated, and the output of the engine 1 is transmitted through the direct coupling clutch 9 to the transmission 12 with the slip being maintained at zero or a very limited small value. Therefore, slip loss within the torque converter 2 is reduced, and power transmission efficiency is increased.

On the other hand, in the operating state of the direct coupling clutch 9, when the rotation speed of the output shaft 5 is lower than the set value of the rotation detection circuit 26, the rotation detection circuit 26 is operating, so the delay circuit 25 is connected to the distributor 2.
The ignition timing signal generated at step 4 is delayed by a constant crank angle time of the engine and sent to the igniter 28.
As a result, the ignition of the engine 1 is delayed by a certain crank angle with respect to the ignition time determined by the distributor 24. This retardation amount is engine 1
Since the output can be set separately from the case where the output is fluidly transmitted, it is possible to set the ignition timing that is optimized in the mechanically transmitted state, so that knocking does not occur in the engine 1, and the fuel efficiency is reduced. , the ignition timing is set so as not to adversely affect the exhaust gas purification performance.

Next, when the rotation speed of the output shaft 5 further increases and exceeds the set value while the direct coupling clutch 9 is in operation, the rotation detection circuit 26 is turned off, and as a result, the delay circuit 25 stops delay operation. The ignition timing of the engine 1 is determined by the distributor 24, and the output of the engine 1 is ensured during high-speed running conditions.

In addition, in the above-mentioned embodiment, the case was described in which the rotation speed of the output shaft 5 was detected by the rotation sensor 14;
In addition, the speed ratio of the transmission 12 and the rotation speed of the output shaft 13 may be detected by the rotation sensor 15, and when the direct coupling clutch 9 is operated, the direct coupling clutch 9 may be completely coupled or there may be a slight slip. In the case where the output shaft 5 is maintained at a constant speed, the rotation speed of the output shaft 5 is approximately the same as the rotation speed of the engine 1, so the engine rotation speed may be used for detection.

As described above, according to the present invention, the ignition timing of the engine is made different from the ignition timing when the direct coupling clutch is not operating only when the rotational speed of the output shaft of the torque converter is below a certain value when the direct coupling clutch is in operation. , it is possible to prevent knocking at low speeds, and on the other hand, the ignition timing is not retarded at high speeds, so it is possible to prevent a decrease in output due to a delay in ignition timing. This has the effect that the ignition timing of the engine can be optimized, and therefore fuel efficiency and exhaust gas purification performance can be improved.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing one embodiment of a control device for a transmission with a direct coupling clutch according to the present invention, and FIG. 2 is a diagram showing an example of the operating characteristics of the direct coupling clutch control device in the same device. 1... Spark ignition engine, 2... Torque converter with direct coupling clutch, 9... Direct coupling clutch, 1
2...Transmission, 16...Direct clutch control device,
26... Rotation detection circuit, 29... Ignition coil.

Claims (1)

[Scope of Claims] 1. In an automotive transmission equipped with a direct coupling clutch that directly connects the input side and output side of the torque converter, and a direct coupling clutch control device that controls the operation of the direct coupling clutch, the output side of the torque converter is A direct coupling characterized in that the rotational speed is detected, and when the output side rotational speed of the torque converter is within a predetermined range when the direct coupling clutch is operating, the engine ignition timing is made different from the engine ignition timing when the direct coupling clutch is not operating. Control device for transmission with clutch. 2. The control device for a transmission with a direct coupling clutch according to claim 1, wherein the output side rotational speed of the torque converter is detected by calculating the gear ratio of the transmission and the vehicle speed. 3. A control device for a transmission with a direct coupling clutch according to claim 1, wherein the output side rotational speed of the torque converter is detected by the engine rotational speed when the direct coupling clutch is operated.