JP2000088009A - Automatic clutch control device - Google Patents

Abstract

(57) [Problem] To provide an appropriate standby state regardless of a change in temperature of lubricating oil in a transmission. SOLUTION: Immediately after starting an engine, a standby position CRC0 is set based on an input shaft rotation speed of a transmission while changing a transmission torque of an automatic clutch (SS2), and a T / M oil temperature T _{T / M} at that time. Is stored as the reference temperature t ₀ (SS3), while the T / M oil temperature T _{T / is set} so that the input shaft rotation speed in the standby state does not become excessive due to the decrease in the viscosity of the lubricating oil due to the temperature rise. _{When M} (= current temperature t) is extremely low at or below the predetermined temperature a and the temperature change (t−
When t ₀ ) is equal to or larger than the predetermined value b, the standby position CRC0 is sequentially corrected so that the transmission torque of the automatic clutch is reduced (SS8, SS9).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic clutch control device and, more particularly, to an improvement in an automatic clutch control device for holding an automatic clutch in a standby state when shifting a transmission.

[0002]

2. Description of the Related Art When shifting a transmission disposed between a driving source for traveling and wheels, an automatic clutch disposed between the transmission and the driving source for traveling is disengaged and after a shift is completed. An automatic clutch control device to be connected is known. The device described in Japanese Patent Application Laid-Open No. 1-233127 is an example of such a device.
In order to quickly control the connection of the automatic clutch after shifting,
When the automatic clutch is disengaged, the stand-by state immediately before the connection is maintained.

[0003]

By the way, the setting of the above-mentioned standby state is performed by changing the transmission torque of the automatic clutch while changing the transmission torque of the automatic clutch, for example, when the driving source for driving is operating, when the vehicle is stopped, and when the transmission is in neutral. If a slight torque transmission is performed within a predetermined range of the input shaft rotation speed at an extremely low speed, in other words, a range that does not impair the speed change of the transmission, a constant standby state regardless of individual differences and aging. And the connection control of the automatic clutch can be performed quickly and with high accuracy.

However, the standby state is set, for example, immediately after the start of the engine, and between -20 ° C and -30 ° C.
At extremely low temperatures of about ℃ or lower, the viscosity of the lubricating oil in the transmission is high and the rotational resistance of the input shaft is large, so that the standby state is in a relatively large torque transmission state, while the vehicle is running and the transmission is in the transmission. If the lubricating oil temperature rises due to agitation or frictional heat of the transmission gear, and the viscosity of the lubricating oil decreases accordingly, the rotational resistance of the input shaft decreases and the input shaft rotation speed in the standby state during shifting increases. , There is a possibility that poor gear shifting will occur.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a proper standby state regardless of a change in lubricating oil temperature in a transmission.

[0006]

In order to achieve the above object, a first aspect of the present invention is to provide a transmission and a drive source for driving when a transmission disposed between the drive source and wheels is shifted. And an automatic clutch control device that holds the automatic clutch disposed between the automatic clutch and the automatic clutch in a standby state in which a slight torque is transmitted within a range that does not impair the shift of the transmission.
A standby that determines the standby state based on a predetermined physical quantity related to the rotational resistance of the transmission such that the transmission torque of the automatic clutch in the standby state decreases with a decrease in the rotational resistance. It is characterized by having state determination means.

According to a second aspect, in the automatic clutch control device according to the first aspect, the standby state determining means includes:
(a) setting the standby state based on the input shaft speed of the transmission while changing the transmission torque of the automatic clutch when the vehicle is stopped and the transmission is in a neutral state when the driving source for driving is operating; Oil temperature storage means for storing, as a reference temperature, the lubricating oil temperature of the transmission when the standby state is set by the standby state setting means; and (c) the transmission. The lubricating oil temperature is sequentially detected, and the standby state is corrected based on the lubricating oil temperature and the reference temperature so that the transmission torque of the automatic clutch in the standby state decreases with an increase in the lubricating oil temperature. And a standby state correcting unit that performs the operation. In addition,
The lubricating oil temperature of the transmission corresponds to a predetermined physical quantity related to the rotational resistance of the transmission.

[0008]

In such an automatic clutch control device, the standby state is determined so that the transmission torque of the automatic clutch becomes smaller as the rotational resistance of the transmission decreases, so that the lubricating oil temperature rises. An increase in the input shaft speed or torque of the transmission in the standby state due to a decrease in rotational resistance is suppressed, and a shift failure due to an increase in the input shaft speed or torque is prevented.

According to the second aspect of the present invention, the standby state is set based on the input shaft speed while changing the transmission torque of the automatic clutch when the driving source for driving is operating, the vehicle is stopped, and the transmission is in neutral. Therefore, a constant standby state can be obtained regardless of differences in environment such as temperature, individual differences, aging, and the like, and connection control of the automatic clutch can be performed quickly and with high accuracy. In addition, the lubricating oil temperature at the time of the setting is stored as a reference temperature, and the standby state is corrected so that the transmission torque decreases with the actual lubricating oil temperature rise. Even if the rotational resistance of the input shaft of the transmission decreases due to the decrease in viscosity, the increase in the input shaft rotation speed or the torque in the standby state is suppressed, and the shift caused by the increase in the input shaft rotation speed or the torque is suppressed. Defects are prevented.

[0010]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Here, as the transmission, a plurality of transmission gear pairs having different transmission ratios are provided between two parallel shafts, and a plurality of transmission gear pairs corresponding to the transmission gear pairs are provided. A two-shaft meshing type provided with a meshing clutch is preferably used, and has a transmission having a plurality of forward gears, a transmission that only switches between forward and backward, or a neutral and forward gear or a reverse gear that cuts off power transmission. Various transmissions are used, such as a transmission that switches between the gears. In addition to the case where the shift speed is mechanically switched according to the driver's shift lever operation, the shift speed is automatically switched by the shift actuator according to a predetermined shift map, or the driver's shift intention is determined by a switch or the like. The shift speed may be detected and the shift speed may be switched according to the shift intention.

As the automatic clutch, a friction engagement type clutch, a magnetic powder type electromagnetic clutch or the like is preferably used, and slip control can be performed as required. The friction engagement type clutch is configured to be frictionally engaged according to a biasing force of a spring such as a diaphragm spring, and to be released (disconnected) by sliding a release sleeve by a clutch release cylinder. It can be specified by the stroke position of the cylinder or the position of the release sleeve. The magnetic powder type electromagnetic clutch can define a standby state by an electromagnetic force.

As the predetermined physical quantity involved in the rotational resistance of the transmission, it is appropriate to use the temperature of the lubricating oil in the transmission as in the second invention, for example. The lubricating oil temperature can be directly detected by an oil temperature sensor. However, when the engine cooling water temperature or the outside air temperature (such as the intake air temperature) is used as the lubricating oil temperature, or when the driving drive source such as the engine is operating, The lubricating oil temperature can be estimated from the traveling distance, the number of revolutions of the transmission, the torque, and the like.

In the second invention, the transmission is configured to have at least a neutral for interrupting power transmission and a forward gear or a reverse gear. However, in implementing the first invention, it is necessary to provide the neutral. There is no. Further, the standby state setting means of the second invention sets the standby state based on the input shaft rotation speed of the transmission. The standby state may be determined by a predetermined data map, a calculation formula, or the like using a predetermined physical quantity relating to the rotational resistance of the above as a parameter. It is also possible to set a plurality of standby states depending on the type of shift and the like.

The standby state setting means of the second invention may set the standby state only when, for example, the engine as a driving source for driving is started. It is desirable that the standby state be sequentially reset (updated) when the set condition of neutral is satisfied. The standby state correction means may always correct the standby state based on the reference temperature when the standby state is set by the standby state setting means.However, the reference temperature is sequentially determined based on the lubricating oil temperature when the standby state is corrected. It may be rewritten (updated).

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a skeleton diagram illustrating a schematic configuration of a vehicle drive device 10 to which the present invention is applied, which is for an FF (front engine / front drive) vehicle. The vehicle includes a clutch 14, a transmission 16, and a differential gear device 18. The automatic clutch 14 is, for example, a dry single-plate friction clutch shown in FIG. 3, and includes a flywheel 22 attached to a crankshaft 20 of the engine 12, a clutch output shaft 24.
, A pressure plate 30 disposed in the clutch housing 28, a diaphragm spring 32 that urges the pressure plate 30 toward the flywheel 22 to pinch the clutch disk 26 and transmit power, and a clutch. The diaphragm spring 3 is moved leftward in FIG.
2 has a release sleeve 38 for displacing (disconnecting) the clutch by displacing the inner end portion to the left in the drawing. Clutch release cylinder 34 is connected to a hydraulic circuit having a hydraulic pump 94 and the clutch solenoid valve 98 shown in FIG. 5, the operating state is controlled by switching the control and the circuit of the hydraulic P _O.

The transmission 16 has a common housing 4 together with a differential gearing 18, as shown in detail in FIG.
The transaxle is disposed in the housing 40 and is immersed in lubricating oil filled in a predetermined amount in the housing 40 and is lubricated with the differential gear device 18. The transmission 16 includes (a) a pair of parallel input shafts 42,
A plurality of transmission gear pairs 46a having different gear ratios between the output shafts 44
To 46e, and their transmission gear pair 4
6a to 46e, a plurality of dog clutches 48a to 4
And (b) selectively shifting any one of the three clutch hub sleeves 50a, 50b, 50c of the meshing clutches 48a to 48e. Shift select shaft 5
2 so that five forward speeds can be established. A reverse gear pair 54 is further disposed on the input shaft 42 and the output shaft 44, and is engaged with a reverse idle gear disposed on a counter shaft (not shown) to establish a reverse gear. . The input shaft 42 is connected to the clutch output shaft 24 of the automatic clutch 14 by a spline fitting 55, and an output gear 56 is disposed on the output shaft 44 so as to be connected to a ring gear 58 of the differential gear device 18. Are engaged. FIG. 2 shows the transmission 16 and the differential gear device 1.
8 is a cross-sectional view showing a specific configuration of FIG. 8, and FIG. 1 and FIG. 2 are exploded views showing the axes of an input shaft 42, an output shaft 44, and a ring gear 58 in a common plane.

Each of the meshing clutches 48a to 48e is a synchromesh type, and FIG.
As specifically illustrated in FIG.
The shifting key 62 is engaged with the clutch hub sleeve 50a by the clutch, the synchronizer ring 64 is rotated together with the shifting key 62 with a predetermined play, and the cone provided on the input gear 66 of the transmission gear pair 46a. A part 68. A spline tooth 70 is provided on the inner peripheral surface of the clutch hub sleeve 50a, is spline-fitted to the input shaft 42, and is always rotated integrally with the input shaft 42. The clutch hub sleeve 50a is shown in FIG. When the synchronizer ring 64 is moved to the right, the synchronizer ring 64 is pressed by the cone portion 68 via the shifting key 62 and is tapered into engagement, and power is transmitted to the input gear 66 by friction between them. become. When the clutch hub sleeve 50a is further moved rightward, the spline teeth 70
Spline teeth 7 provided on synchronizer ring 64
2. Further, spline teeth 74 provided on the input gear 66
The input shaft 42 and the input gear 66
Are integrally connected, and power transmission is performed via the transmission gear pair 46a. (A) and (b) of FIG.
FIGS. 4 (c) and 4 (d) show a state in which the meshing clutch 48a is connected while the switch 8a is disconnected. It should be noted that FIG.
, (C) are cross-sectional views of one plane including the axis, and (b), (d)
FIGS. 4A and 4B are development views of the clutch hub sleeve 50a excluding the cylindrical portion when the states of FIGS.

The other engagement clutches 48b to 48e have substantially the same configuration as the engagement clutch 48a, but the clutch hub sleeve 50b includes the engagement clutches 48b and 48e.
The clutch hub sleeve 50c is common to the dog clutches 48d and 48e.

The shift / select shaft 52 is disposed so as to be rotatable about the axis and movable in the axial direction, and can be engaged with the clutch hub sleeve 50c at three positions around the axis by a select cylinder (not shown). First select position, second select position engageable with clutch hub sleeve 50b, and clutch hub sleeve 5
It is positioned at the third select position where it can be engaged with Oa.
Further, the shift cylinder has three axial positions, that is, a central neutral position (the state shown in FIG. 1) in which all of the dog clutches 48a to 48e are disconnected and no reverse gear is established.
It is positioned at a first shift position (right side in FIG. 1) and a second shift position (left side in FIG. 1) on both sides in the axial direction. The select cylinder and the shift cylinder correspond to a speed change actuator, are connected to a common hydraulic circuit with the clutch release cylinder 34, control the hydraulic pressure P _O by the hydraulic pump 94, and select solenoid valve 102 and shift solenoid valve 104 (FIG. 5). reference)
The operation state is controlled by the switching of the circuit by the above.

At the first shift position of the first select position, the gear ratio e (= the rotational speed N _IN of the input shaft 42 / the rotational speed N of the output shaft 44) is established by the engagement of the dog clutch 48e.
_OUT ) is established, and in the second shift position of the first select position, the dog clutch 48d is engaged.
Are connected, the second gear ratio e is the second largest.
The gear stage is established. At the first shift position of the second select position, the third shift stage having the third largest speed ratio e is established by engaging the dog clutch 48c, and at the second shift position of the second select position, the dog clutch is engaged. The fourth gear having the fourth largest gear ratio e is established by the connection of 48b. The speed ratio e of the fourth speed is substantially 1. At the first shift position of the third select position, the fifth shift stage having the smallest speed ratio e is established by engaging the dog clutch 48a, and the third shift position is established.
At the second shift position of the select position, the reverse gear is established.

The differential gear device 18 is of a bevel gear type. Drive shafts 82R and 82L are connected to a pair of side gears 80R and 80L by spline fitting or the like, and left and right front wheels (drive wheels) 84R and 84L. Is driven to rotate.

FIG. 5 shows the vehicle drive device 10 of the present embodiment.
FIG. 4 is a block diagram illustrating a control system, and shows an engine ECU.
(Electronic Control Unit) 114, transmission ECU1
16. ECU 118 for ABS (Antilock Brake System)
And exchange necessary information between them.
Take it. These ECUs 114, 116, 118
Both are configured including a microcomputer,
Using the temporary storage function of the RAM,
Perform signal processing according to the programmed program. E for engine
The CU 114 includes an ignition switch 120 and an engine switch.
Gin rotation speed (N _E) Sensor 122, vehicle speed (V) sensor 1
24, Throttle valve opening (θ_TH) Sensor 126, suction empty
Air volume (Q) sensor 128, intake air temperature (T_A) Sensor 1
30, engine cooling water temperature (T_W) Sensor 132 etc.
Operation of the ignition switch 120
Position, engine speed N_E, Vehicle speed V (rotation of output shaft 44)
Number N_OUT), Throttle valve opening θ_TH, Intake air volume
Q, intake air temperature (outside air temperature) T_A, Engine cooling water temperature T_W
And so on.
Drive the starter (electric motor) 134 according to the signal of
To start the engine 12 or to operate the fuel injection valve 136.
It controls the fuel injection amount and injection timing, and controls the igniter 138
Controls the ignition timing of the spark plug.

The transmission ECU 116 has a lever position.
(P_L) Sensor 140, brake switch 144,
Input shaft speed (N_IN: Rotation speed of input shaft 42) sensor 14
6. Gear position (P_G) Sensor 148, clutch straw
K (S_CL) Sensor 150, oil pressure (P_O) Sensor 110,
T / M oil temperature (T_{T / M}) The sensor 158 is connected and
The operating position of the shift lever 160 (see FIG. 6)
Lever position P _L, Brake ON, OFF, ON
Force axis rotation speed N_IN, The gear position P which is the gear position of the transmission 16
_G, The stroke of the automatic clutch 14,
The stroke S of the release cylinder 34_CL, That clutch le
Lease cylinder 34, select cylinder, shift cylinder
The hydraulic pressure P of the hydraulic circuit that operates the damper_O, T / M oil temperature (shift
Signal indicating the temperature of the lubricating oil in the machine 16) is supplied.
It has become. And the signals and the engine
The ECU 114 for gin control and the ECU 118 for ABS
By capturing necessary signals, the hydraulic circuit
Control the operation of the hydraulic pump 94 that has been
A solenoid valve 98, a select solenoid valve 102,
Switching control of the shift solenoid valve 104
As a result, the select cylinder and shift cylinder
Switching the operation state to shift control of the transmission 16 (forward / reverse
Changeover control) and respond to the shift.
Automatic clutch 14 by clutch release cylinder 34
To shut off and control connection.

Instead of providing the T / M oil temperature sensor 158, for example, the engine cooling water temperature T _W and the intake air temperature T _A at the time of starting the engine 12 are read, and the transmission gear pairs 46a to 46e and the differential gear The T / M oil is calculated by calculating an increase in lubricating oil temperature due to heat generation, agitation, and the like due to meshing friction of the device 18 from an arithmetic expression, a data map, or the like that uses parameters such as a traveling distance, the torque and the number of revolutions of the transmission 16 as parameters. It is also possible to estimate the temperature T _{T / M.}

The shift lever 160 is disposed, for example, beside the driver's seat, and as shown in FIG. 6, "R (reverse)", "N (neutral)", "D (drive)", and "D (drive)". S (sequential) ", and the position is selected and held, and
In the "S" position, the lever is operated to a "(+)" position and a "(-)" position provided in the front-rear direction of the vehicle, and the lever position sensor 140 is disposed at, for example, each operation position. The operating position (lever position) is detected by a plurality of ON-OFF switches and the like. When the shift lever 160 is operated to the “R” position, the transmission 16 is switched to the reverse gear,
When operated to the "N" position, the state is switched to the power transmission cutoff state (neutral).

When the shift lever 160 is operated to the "D" position, the automatic transmission mode is set, and the transmission 16 is operated in accordance with a predetermined shift map using operating conditions such as the throttle valve opening θ _TH and the vehicle speed V as parameters. Are automatically switched. The “S” position is a manual shift mode in which a plurality of forward gears are manually changed according to a driver's intention to change gears. When the shift lever 160 is operated to the “(+)” position or the “(−)” position. Thus, the plurality of forward gears of the transmission 16 are shifted up and down. The “(+)” position is an up position, and the speed is shifted up by one operation, that is, the speed is shifted one step toward the high speed step with a smaller gear ratio e, while the “(−)” position is a down position.
Each time the operation is performed, the speed is shifted down, that is, the speed is shifted by one speed to the lower speed side where the gear ratio e is large.

Between the "R" position and the "N" position,
A moderation mechanism is provided between the "N" position and the "D" position, and between the "D" position and the "S" position, and a peak of necessary operating force is provided by a biasing device such as a spring and a cam. By being given, a moderation feeling is given to the shift lever operation. Further, the “(+)” position and “(−)” position provided before and after the “S” position are both unstable, and are operated to those “(+)” position and “(−)” position. The shifted shift lever 160 is automatically returned to the “S” position by a biasing device such as a spring.

Referring to FIG. 5, the ABS ECU 118
Is the wheel speed (N _W ) assigned to each of the four wheels
Signal is supplied indicating the wheel speed N _W from the sensor 152 to detect the presence or absence of slip by comparing the wheel speeds N _W it, and controls the respective wheel brake pressure by controlling the brake hydraulic pressure control valve 154 This suppresses the occurrence of slip.

Next, the control of disconnection and connection of the automatic clutch 14 by the transmission ECU 116 will be specifically described.
The transmission ECU 116 functionally includes an automatic clutch on / off means 162 and a standby position determining means 164 as shown in FIG. 7. The automatic clutch on / off means 162 performs signal processing according to the flowchart of FIG. The standby position determining means 164 performs signal processing according to the flowchart of FIG. Standby position determining means 164
Corresponds to standby state determining means.

First, in step S1 of FIG.
It is determined whether or not a gearshift command for switching the sixth gear (including the reverse gear) has been output. If the gearshift command has been output, the automatic clutch 14 is disconnected in step S2 and the standby state is maintained. . This standby state is a state in which the clutch release cylinder 34 is held at the standby position, and the standby position is determined by the standby position determining means 164 according to the flowchart of FIG. In step S3, it is determined whether or not the shift has been completed, for example, by a signal supplied from the gear position sensor 148, or by the rotational speed ratio (N _IN / N _OUT ) of the input / output shafts 42 and 44 during traveling.
And when the shift is completed, the process proceeds to step S4.
To connect the automatic clutch 14. Gear position sensor 148
Separately, for example, the spline teeth 70 are changed based on the shift amount of the shift / select shaft 52.
A geared sensor that can be switched ON and OFF at a predetermined position, for example, when meshing with the gear 4, may be provided, and the completion of gear shifting may be detected by turning the geared sensor ON and OFF. Further, the disconnection of the automatic clutch 14 in the step S2 and the connection of the automatic clutch 14 in the step S4 are executed at a predetermined timing determined in advance by a data map or the like according to a shift condition such as a type of shift and a vehicle speed. You.

At step SS1 in the flowchart of FIG. 9 for determining the standby position, it is determined whether or not the engine 12 has been started, for example, from various signals for controlling the engine, and if the engine 12 has been started. In step SS2, the standby position is learned. In step SS2, for example, after confirming that the transmission 16 is in the neutral state at the vehicle speed V = 0, the release sleeve 38 is moved by the clutch release cylinder 34 to change the engagement state (transmission torque) of the automatic clutch 14. It is allowed, for example, to set the clutch stroke S _CL when the input shaft speed N _iN satisfies a predetermined set range N _iN ^* such tens rpm to the standby position CRC0 read from the clutch stroke sensor 150. This standby position CR
C0 is the clutch stroke S when the automatic clutch 14 is in the completely disengaged state in this embodiment, that is, when the piston of the clutch release cylinder 34 is located at the protruding end.
_CL is set as a reference position. When the automatic clutch 14 is set to the disconnected state when the engine is started, the standby position can be obtained in the process of connecting the automatic clutch 14 by the clutch release cylinder 34. However, after the automatic clutch 14 is completely engaged, the automatic clutch 14 is disconnected. Various modes can be adopted, such as obtaining the standby position in the process. Further, since the input shaft speed N _IN changes depending on the engine speed N _E , whether the engine 12 is in an idle state is set as an execution condition of step SS2,
The above setting range N using the engine speed _NE as a parameter
It is desirable that _IN ^* be set. As the execution condition of step SS2, other conditions such as the brake or the parking brake being ON can be set.

In step SS3, the T / M oil temperature T _{T / M} at that time is set to the reference temperature t ₀ . In step SS4, it is determined whether or not the stand-by standby position correction condition is satisfied. If so, step SS5 is executed.
If it is not satisfied, step SS7 and subsequent steps are executed. The stand-by standby position correction condition is, for example, when the vehicle speed V = 0, the transmission 16 is in the neutral state, and the clutch release cylinder 34 is in the standby position (when the automatic clutch 14 is in the standby state), the input shaft speed N _IN. Is _{equal to} or _larger than the predetermined upper limit value N _INmax , the upper limit value N _INmax is equal to or larger than the upper limit of the setting range N _IN ^* . Also in this step SS4, for example, the condition that the engine 12 is idle is set as a correction condition.
Other conditions can be set. When all the above correction conditions are satisfied, the input shaft rotation speed N _IN in the standby state is too high, and specifically, the transmission torque of the automatic clutch 14 is reduced so that the input shaft rotation speed N _IN becomes low. In step SS5, the standby position CRC0 of the clutch release cylinder 34 is reduced by a predetermined value α so as to reduce the pressure. Standby position CRC0
Is smaller, the friction of the automatic clutch 14 is smaller and the transmission torque is smaller. The predetermined value α may be a constant value, but the difference between the input shaft speed N _IN and the upper limit N _INmax (N
_(IN− N _INmax ) may be obtained from an arithmetic expression or a data map. Further, in the next step SS6, setting (updating) the T / M oil temperature T _{T / M} at that time to the reference temperature t _0.

On the other hand, the correction condition of step SS4 is satisfied.
If not, for example, while the vehicle is running at any gear
First, at step SS7, the current T / M oil temperature T
_{T / M}Is the current temperature t, and in the next step SS8,
The current temperature t is equal to or lower than the predetermined temperature a and the reference temperature t₀When
Temperature difference (tt)₀) Is greater than or equal to a predetermined value b.
Refuse. If any of the conditions are not satisfied, step SS
Step 10 is performed, but if those conditions are satisfied,
In step SS9, the standby position CRC0 is corrected. Place
When the viscosity of the lubricating oil becomes substantially constant,
Lubrication used at a temperature at which the rotational resistance of the
Depending on the viscosity-temperature change characteristics of the oil, for example, from -10 ° C to
An appropriate constant temperature in the range of about + 10 ° C is preset.
You. For the predetermined value b, T / M oil temperature T_{T / M}Change
As a result, the viscosity of the lubricating oil changes and the automatic clutch 1
4 in standby mode (clutch release syringe
Input shaft rotation when the power switch 34 is at the standby position CRC0).
Number of turns N_INIs the setting range N_IN ^*Temperature difference exceeding
Depending on the viscosity-temperature change characteristics of the lubricating oil used.
An appropriate constant temperature of about 3 ° C. to 5 ° C. is set in advance. Jun
Depending on the viscosity-temperature change characteristics of the lubricating oil, the reference temperature t₀And
A predetermined value b is set using the current temperature t as a parameter.
It can also be done.

Then, in step SS9, the current temperature t
The correction amount β is obtained from a predetermined data map or an arithmetic expression using the reference temperature t ₀ as a parameter, and the standby position CRC0 is corrected by the correction amount β. The correction amount β is set so that the input shaft rotational speed N _IN in the standby state does not exceed the set range N _IN ^* regardless of the decrease in the viscosity of the lubricating oil accompanying the increase in the T / M oil temperature T _{T / M.} 14
The transmission torque of the T / M oil temperature T _{T / M} or the like is determined in advance by experiments or the like using the T / M oil temperature T _{T / M} or the like as a parameter. The correction amount β may be determined using the temperature difference (t−t ₀ ) between the current temperature t and the reference temperature t ₀ as a parameter. T / M
The oil temperature T _{T / M} corresponds to a predetermined physical quantity related to the rotational resistance of the transmission 16. Thereafter, step SS6 is executed, and the T / M oil temperature T _{T / M} at that time is set (updated) to the reference temperature t ₀ .

In step SS10, it is determined whether or not the engine 12 has been stopped based on, for example, various signals for controlling the engine, signals from the ignition switch 120, and the like. Is repeatedly executed, and steps SS5 and S5 are executed.
In S9, the standby position CRC0 is sequentially updated.

In the automatic clutch control device according to the present embodiment as described above, immediately after the engine 12 is started, step SS
2, the standby position CRC is changed based on the input shaft speed N _IN while changing the transmission torque of the automatic clutch 14.
Since 0 is set, a constant standby state can be obtained irrespective of differences in environment such as temperature, individual differences, aging, and the like, and connection control of the automatic clutch 14 can be performed quickly and with high accuracy. In addition, the T / M oil temperature T _{T / M} at that time
While it stored as a reference temperature t _0, and step SS7~
In SS9, the standby position CRC is set so that the transmission torque decreases as the actual T / M oil temperature T _{T / M} increases.
0, the input shaft 42 of the transmission 16 is reduced due to a decrease in the viscosity of the lubricating oil accompanying an increase in the T / M oil temperature T _{T / M.}
Even if the rotational resistance of the input shaft decreases, the input shaft rotational speed N _IN or the torque in the standby state is prevented from increasing.
A shift failure caused by an increase in the input shaft rotation speed N _IN or torque is prevented.

In this embodiment, in steps SS4 and SS5, the standby position CRC0 is corrected based on the input shaft rotation speed N _IN in the standby state when the vehicle is stopped, so that the standby position CRC0 is more accurately corrected. Is corrected.

In the present embodiment, of the series of signal processing performed by the transmission ECU 116, the part for executing step SS2 corresponds to the standby state setting means, and the step SS3 is performed.
Is equivalent to the oil temperature storage means, and the step SS
The part that executes steps 7, SS8, and SS9 corresponds to a standby state correction unit.

Although the embodiment of the present invention has been described in detail with reference to the drawings, this is merely an embodiment,
The present invention can be implemented in various modified and improved aspects based on the knowledge of those skilled in the art.

[Brief description of the drawings]

FIG. 1 is a skeleton view showing a schematic configuration of a vehicle drive device provided with an automatic clutch control device according to one embodiment of the present invention.

FIG. 2 is a cross-sectional view showing a specific configuration of a transmission and a differential gear device in the vehicle drive device of FIG.

FIG. 3 is a diagram illustrating an example of an automatic clutch of the vehicle drive device of FIG. 1;

FIG. 4 is a diagram illustrating a meshing clutch of a transmission of the vehicle drive device of FIG. 1;

FIG. 5 is a block diagram illustrating a control system of the vehicle drive device of FIG. 1;

FIG. 6 is a perspective view showing an example of a shift lever in the vehicle drive device of FIG.

FIG. 7 is a block diagram illustrating functions provided in the transmission ECU of FIG. 5;

FIG. 8 is a flowchart specifically illustrating the contents of an automatic clutch connecting / disconnecting unit in FIG. 7;

FIG. 9 is a flowchart specifically illustrating the contents of a standby position determining unit in FIG. 7;

[Explanation of symbols]

12: Engine (drive source for traveling) 14: Automatic clutch 16: Transmission 42: Input shaft 116: ECU for transmission 164: Standby position determination means (standby state determination means) T _{T / M} : T / M oil temperature ( lubricating oil temperature, a predetermined physical quantity) t _0: reference temperature CRC0: standby position (standby state) step SS2: standby setting means step SS3: oil temperature storing means step SS7, SS8, SS9: standby state correcting means

 ──────────────────────────────────────────────────続 き Continued on the front page F-term (reference) GB03 GB04 GB12 GB13 GB36 GC06 GD02 HH01

Claims (2)

[Claims] An automatic clutch disposed between the transmission and the drive source for driving the transmission, when a transmission disposed between the drive source for travel and wheels is shifted; In an automatic clutch control device that maintains a standby state in which slight torque transmission is performed within a range that does not impair the shift, based on a predetermined physical quantity related to the rotation resistance of the transmission, An automatic clutch control device, comprising: a standby state determining unit that determines the standby state so that the transmission torque of the automatic clutch in the standby state decreases with the decrease. 2. The system according to claim 1, wherein the standby state determining means changes an input shaft rotation of the transmission while changing a transmission torque of the automatic clutch when the traveling drive source is operating, the vehicle is stopped, and the transmission is in neutral. Standby state setting means for setting the standby state based on the number, oil temperature storage means for storing the lubricating oil temperature of the transmission as the reference temperature when the standby state is set by the standby state setting means, The lubricating oil temperature of the transmission is sequentially detected, and based on the lubricating oil temperature and the reference temperature, the standby clutch is set so that the transmission torque of the automatic clutch in the standby state decreases with an increase in the lubricating oil temperature. 2. The automatic clutch control device according to claim 1, further comprising a standby state correction unit that corrects a state.