Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
CA 02313595 2000-07-05
APPARATUS FOR CONTROLLING STARTING CLUTCH OF VEHICLE
HAVING FUNCTION OF STOPPING ENGINE IDLING
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to an apparatus for
controlling a starting clutch of a vehicle having a
function of stopping engine idling so that an engine is
automatically stopped under given conditions when the
vehicle is at a standstill, the starting clutch being
provided in a transmission of the vehicle in series with a
belt type continuously variable transmission mechanism.
2. Description of Related Art
In case a transmission is constituted such that a
power of an engine is inputted into a belt type
continuously variable transmission through a power
transmission mechanism such as a forward/reverse switching
mechanism or the like which has built therein
hydraulically operated engaging elements, the following
may happen. Namely, in a vehicle in which the engine
idling is stopped when the vehicle is at a standstill, at
the time of vehicle start-up from the state of engine
stopping, the hydraulic oil pressure in a hydraulic
circuit becomes zero while the engine is stopped and,
consequently, the power transmission mechanism becomes an
out-gear state (a state not fit for power transmission).
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Therefore, if a starting clutch is engaged earlier, the
power is suddenly transmitted to driving wheels of the
vehicle when the power transmission mechanism has become
an in-gear state (a state of being geared in) in which the
power transmission mechanism transmits power, resulting in
shocks.
In order to eliminate such disadvantages, the
following is considered. Namely, at the time of vehicle
start-up from the state of engine stopping, the control
mode of the starting clutch is switched, when the power
transmission mechanism has become an in-gear state in
which the power is transmitted, from a waiting mode in
which the engaging force of the starting clutch is kept
below a creeping force which generates the creeping of the
vehicle to a running mode in which the engaging force of
the starting clutch increases above the creeping force.
To a drive pulley and a driven pulley of the belt
type continuously variable transmission mechanism, there
is applied a pulley side-pressure by means of a cylinder
which is provided on each of the pulleys. At the time of
vehicle start-up from the state of engine stopping, even
if the power transmission mechanism becomes the in-gear
state, the cylinder will not be completely filled with
hydraulic oil. As a result, the cylinder side-pressure
sometimes will not rise. If the engaging force of the
starting clutch increases above the creeping force before
the pulley side-pressure rises, the load to be operated on
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the continuously variable transmission mechanism
increases. Consequently, a slip occurs between the belt
and the pulleys of the continuously variable transmission
mechanism. Even if the pulley side-pressure has risen, it
takes time for the pulley side-pressure to reach a
sufficiently high pressure. During such a time, if the
control mode of the starting clutch is switched to the
running mode and the engaging force of the starting clutch
rapidly increases, the pulley side-pressure becomes
insufficient relative to the load torque to be operated on
the continuously variable transmission mechanism. As a
result, slipping occurs between the belt and the pulleys
of the continuously variable transmission mechanism. If
this kind of slipping occurs, the durability of the belt
is adversely affected.
In view of the above points, the present invention
has an object of providing an apparatus for controlling a
starting clutch of a vehicle having a function of stopping
engine idling so that an engine is automatically stopped,
wherein belt slipping is prevented at the time of vehicle
start-up from the state of engine stopping.
SUMMARY OF THE INVENTION
In order to attain the above and other objects,
according to a first aspect of the present invention,
there is provided an apparatus for controlling a starting
clutch of a vehicle having a function of stopping engine
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idling so that an engine is automatically stopped under
given conditions when the vehicle is at a standstill. The
starting clutch is provided in a transmission of the
vehicle in series with a belt type continuously variable
transmission mechanism. The apparatus comprises:
engagement preventing means for preventing an engaging
force of the starting clutch from increasing above a
creeping force which gives rise to creeping of the
vehicle, the preventing being made at a time of vehicle
start-up from the state of engine stopping until after a
lapse of a predetermined time.
According to a second aspect of the present
invention, there is provided an apparatus for controlling
a starting clutch of a vehicle having a function of
stopping engine idling so that an engine is automatically
stopped under given conditions when the vehicle is at a
standstill. The starting clutch is provided in a
transmission of the vehicle in series with a belt type
continuously variable transmission mechanism. The
apparatus comprises: increase limiting means for limiting
a speed of increase in an engaging force of the starting
clutch. The limiting is made, until after a lapse of a
predetermined time in a step in which the engaging force
is increased above a creeping force which gives rise to
creeping of the vehicle at a time of vehicle start-up from
a state of engine stopping, by keeping an upper limit
value of the speed of increase in the engaging force below
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a value after the lapse of the predetermined time.
According to a third aspect of the present
invention, there is provided an apparatus for controlling
a starting clutch of a vehicle having a function of
stopping engine idling so that an engine is automatically
stopped under given conditions when the vehicle is at a
standstill. The starting clutch is provided in a
transmission of the vehicle in series with a belt type
continuously variable transmission mechanism which
receives an input of a power from the engine through power
transmission mechanism having built therein hydraulically
operated frictional engaging elements, wherein, at a time
of vehicle start-up from a state of engine stopping, a
control mode of the starting clutch is switched from a
waiting mode in which an engaging force of the starting
clutch is kept below a creeping force which gives rise to
creeping of the vehicle to a running mode in which the
engaging force of the starting clutch is increased above
the creeping force. The switching is made at a time when
the power transmission mechanism has become an in-gear
state in which the power is transmitted. The apparatus
comprises increase limiting means for limiting a speed of
increase in the engaging force. The limiting is made,
until after a lapse of a predetermined time from a point
of time of switching to the running mode, by keeping an
upper limit value of the speed of increase in the engaging
force below a value after the lapse of the predetermined
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time.
In the above-described first aspect of the present
invention, if the above-described predetermined time is
set to a time which is required for the pulley side-
pressure of the drive pulley and the driven pulley of the
continuously variable transmission mechanism to rise, the
engaging force of the starting clutch will not increase
above the creeping force before the pulley side-pressure
rises. In this manner, the slipping in the belt of the
continuously variable transmission mechanism can be
prevented.
According to the above-described second and third
aspects of the present invention, in the course in which
the control mode of the starting clutch is switched to the
running mode and in which the engaging force of the
starting clutch is increased above the creeping force, the
engaging force of the starting clutch is initially slowly
increased. By setting the above-described predetermined
time depending on the delay in the response to the
increase in the pulley side-pressure, the slipping of the
belt can be prevented.
In the embodiment to be described hereinafter, what
corresponds to the predetermined time in the first aspect
of the present invention is YTM2. What corresponds to the
above-described engagement preventing means is the
processing at steps S4-25 and S4-33 in FIG. 4. What
corresponds to the above-described predetermined time in
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the above-described second and third aspects of the
present invention is YTM4. The values of the upper limit
value of the speed of increase after and before the lapse
of the predetermined time are, respectively, YAPLMTN and
YAPLMTS. What corresponds to the above-described increase
limiting means is the processing at steps S25, S27, S28,
S29 and S33 in FIG. 3.
BRIEF DESCRIPTION OF THE DRAWINGS
The above and other objects and the attendant
advantages of the present invention will become readily
5 apparent by reference to the following detailed
description when considered in conjunction with the
accompanying drawings wherein:
FIG. 1 is a skeleton diagram showing one example of
a transmission which is provided with a starting clutch to
be controlled by the apparatus of the present invention;
FIG. 2 is a diagram showing a hydraulic circuit of
the transmission in FIG. 1;
FIG. 3 is a flow chart showing a program for
controlling the starting clutch at the time of vehicle
start-up from the state of engine stopping;
FIG. 4 is a flow chart showing the content of
processing at step S4 of the control program in FIG. 3;
FIG. 5 is a flow chart showing the content of
processing at step S8 of the control program in FIG. 3;
FIG. 6 is a graph showing a data table of YTM1 which
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is used in the searching at step S2 of the control program
in FIG. 3;
FIG. 7A is a graph showing a data table of YTMNE1
which is used in the searching at step S4-7 in FIG. 4,
FIG. 7B is a graph showing a data table of YTMNE2 which is
used in the searching at step S4-8 in FIG. 4, and FIG. 7C
is a graph showing the principle of estimating the
rotational speed of the engine by means of YTMNE1 and
YTMNE2;
FIG. 8 is a time chart showing the changes in a
hydraulic oil pressure command value PSCCMD, an effective
electric current value IACT of a solenoid, and actual
hydraulic oil pressure PSC in the starting clutch when the
hydraulic circuit has no residual pressure; and
FIG. 9 is a time chart showing the changes in a
hydraulic oil pressure command value PSCCMD, an effective
electric current value IACT of a solenoid, and actual
hydraulic oil pressure PSC in the starting clutch when the
hydraulic circuit has a residual pressure.
DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT
FIG. 1 shows a transmission of a vehicle such as a
motor vehicle. This transmission is made up of: a belt-
type continuously (or steplessly) variable transmission
mechanism 5 which is disposed between an output shaft 4
and an input shaft 3 to be connected to an engine 1
through a coupling mechanism 2; a switching mechanism 6
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which switches between forward running and reverse running
(hereinafter called forward/reverse switching mechanism 6)
and which serves as a power transmission mechanism
disposed on an input side of the continuously variable
transmission mechanism 5; and a starting clutch 7 which is
made up of a hydraulic clutch disposed on an output side
of the continuously variable transmission mechanism 5.
The continuously variable transmission mechanism 5
is made up of: a drive pulley 50 which is rotatably
supported on the input shaft 3; a driven pulley 51 which
is connected to the output shaft 4 so as not to rotate
relative to the output shaft 4; and a metallic V-belt 52
which is wound around both the pulleys 50, 51. Each of
the pulleys 50, 51 is made up of: a fixed flange 50a, 51a;
a movable flange 50b, 51b which is axially movable
relative to the fixed flange 50a, 51a; and a cylinder 50c,
51c which urges or pushes the movable flange 50b, 51b
toward the fixed flange 50a, 51a. By adequately
controlling the pressure of hydraulic oil to be supplied
to the cylinder 50c, 51c of each of the pulleys 50, 51,
there is generated an adequate pulley side-pressure which
does not give rise to the slipping of the V-belt 52.
Also, by varying the pulley width of both the pulleys 50,
51, the diameter of winding the V-belt 52 on the pulleys
50, 51 is varied, whereby continuously variable speed
changing is provided.
The forward/reverse switching mechanism 6 is
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constituted by a planetary gear mechanism which is made up
of: a sun gear 60 which is connected to the input shaft 3;
a ring gear 61 which is connected to the drive pulley 50;
a carrier 62 which is rotatably supported by the input
shaft 1; a planetary gear 63 which is rotatably supported
by the carrier 62 and which is meshed with the sun gear 60
and the ring gear 61; a forward running clutch 64 which
serves as a hydraulically operated friction element
capable of connecting the input shaft 3 and the ring gear
61; and a reverse running brake 65 which serves as
hydraulically operated friction element capable of fixing
the carrier 62. When the forward running clutch 64 is
engaged, the ring gear 61 rotates together with the input
shaft 3, and the drive pulley 50 is rotated in the same
direction as the input shaft 3 (i.e., forward running
direction). When the reverse running brake 65 is engaged,
on the other hand, the ring gear 61 is rotated in a
direction opposite to that of the sun gear 60, and the
drive pulley 50 is driven in a direction opposite to that
of the input shaft 3 (i.e., in the reverse running
direction). When both the forward running clutch 64 and
the reverse running brake 65 are released, the power
transmission through the forward/reverse switching
mechanism 6 is interrupted.
The starting clutch 7 is connected to the output
shaft 4. When the starting clutch 7 is engaged, the
output of the engine whose speed has been changed by the
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continuously variable transmission mechanism 5 is
transmitted to a differential 9 through gear trains 8 on
the output side of the starting clutch 7, whereby the
driving force is transmitted to the left and right driving
wheels (not illustrated) of the vehicle from the
differential 9. When the starting clutch 7 is released,
the power transmission does not take place, and the
transmission becomes a neutral state.
In addition, an electric motor 10 is directly
connected to the engine 1. The electric motor 10 performs
power assisting at the time of acceleration, or the like,
recovering of energy at the time of deceleration, and
starting of the engine 1. While the vehicle is at a
standstill, the engine 1 is automatically stopped if some
given conditions are satisfied, e.g.: that the brake is
on; that an air conditioner is switched off; and a brake
booster negative pressure is above a predetermined value;
or the like. If the brake is subsequently off, the engine
1 is started by the electric motor 10, whereby the vehicle
is started up from the state of the engine stopping.
The hydraulic oil pressures in the cylinder 50c, 51c
of each of the pulleys 50, 51 of the continuously variable
transmission mechanism 5, in the forward running clutch
64, in the reverse running brake 65 and in the starting
clutch 7 are controlled by a hydraulic circuit 11. As
shown in FIG. 2, the hydraulic circuit 11 is provided with
a hydraulic oil pump 12 which is driven by the engine 1.
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The delivery pressure from this hydraulic oil pump 12 is
regulated by a regulator 13 to a predetermined line
pressure. The hydraulic oil pressures (pulley side-
pressure) in each of the cylinders 50c, 51c of the drive
pulley 50 and the driven pulley 51 can be regulated by
each of the first and second pressure regulating valves
141, 142 with the line pressure serving as a base pressure.
Each of the first and second pressure regulating valves
141, 142 is urged by a spring 141a, 142a toward the leftward
open position, and is urged by the pulley side-pressure to
be inputted into a left end oil chamber 141b, 142b toward
the rightward closed position. Further, there are
provided a first linear solenoid valve 151 for the first
pressure regulating valve 141 and a second linear solenoid
valve 152 for the second pressure regulating valve 142. An
output pressure from each of the first and second linear
solenoid valves 151, 152 is inputted into a right end oil
chamber 141c, 142c of each of the pressure regulating valves
141, 142. In this manner, it is arranged that each of the
pulley side-pressures in the drive pulley 50 and the
driven pulley 51 can be controlled by each of the first
and second linear solenoid valves 151, 152. The output
pressure which is the higher pressure between the output
pressures of the first and second linear solenoid valves
151, 152 is inputted into the regulator 13 through a
changeover valve 16. By controlling the line pressure by
this output pressure, an appropriate pulley side-pressure
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which does not give rise to slipping of the belt 52 is
generated. Each of the first and second linear solenoid
valves 151, 152 is urged toward the leftward open position
by a spring 151b, 152b and is also urged toward the
rightward closed position by its own output pressure and
an electromagnetic force of a solenoid 1518, 152g. With a
modulator pressure (a pressure which is lower than the
line pressure by a certain value) from a modulator valve
17 serving as a basic pressure, a hydraulic oil pressure
in inverse proportion to the value of an electric current
charged to the solenoid 151a, 15za is outputted.
To the starting clutch 7, there is connected an oil
passage which supplies the modulator pressure, and a third
linear solenoid valve 153 is interposed in this oil
passage. The third linear solenoid valve 153 is urged
toward the rightward closed position by a spring 153b and
the hydraulic oil pressure of the starting clutch and is
also urged toward the leftward open position by an
electromagnetic force of the solenoid 153,. In this
manner, the engaging force of the starting clutch 7, i.e.,
the hydraulic oil pressure of the starting clutch 7 varies
in proportion to the value of the electric current charged
to the solenoid 153a with the modulator pressure as the
basic pressure.
It is so arranged that the modulator pressure is
inputted into the forward running clutch 64 and the
reverse running brake 65 through the manual valve 18. The
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manual valve 18 can be switched into the following five
positions in a manner interlocked with a selector lever
(not illustrated): i.e., "P" position for parking; "R"
position for reverse running; "N" position for neutral
state; "D" position for ordinary running; "S" position for
sporty running; and "L" position for low-speed holding.
In each of the "D", "S" and "L" positions, the modulator
pressure is supplied to the forward running clutch 64. In
the "R" position, the modulator pressure is supplied to
the reverse running brake 65. In each of the "N" and "P"
positions, the supply of the modulator pressure to both
the forward running clutch 64 and the reverse running
brake 65 is stopped. To the manual valve 18, the
modulator pressure is supplied through an orifice 19.
Each of the first through third linear solenoid
valves 151, 152, 153 is controlled by a controller 20 (see
FIG. 1) which is made up of an onboard (a vehicle-mounted)
computer. The controller 20 receives the inputs of the
following: i.e., the ignition pulses of the engine 1,
signals indicating the negative suction pressure PB of the
engine 1, and the throttle opening degree 0; a signal from
a brake switch 21 which detects the degree or amount of
depression of a brake pedal; a signal from a position
sensor 22 which detects a selected position of the
selector lever; a signal from a speed sensor 231 which
detects a rotational speed, or a rotational frequency, of
the drive pulley 50; a signal from a speed sensor 232 which
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detects the rotational speed of the driven pulley 51; a
signal from a speed sensor 233 which detects the rotational
speed on the output side of the starting clutch 7, i.e.,
the vehicle speed; and a signal from an oil temperature
sensor 24 which detects the temperature of an oil in the
transmission. Based on these signals, the controller 20
controls the first through third linear solenoid valves
151, 152, 153.
If the engine 1 is stopped when the vehicle is at a
standstill, the hydraulic oil pump 12 which serves as a
hydraulic oil pressure source for the hydraulic circuit 11
is also stopped, whereby the hydraulic oil is drained from
the hydraulic circuit 11. As a result, at the time of
vehicle start-up from the state of the engine stopping, it
takes time to reach an in-gear state (or a state of being
geared in) in which the forward running clutch 64 or the
reverse running brake 65 is engaged so that the
forward/reverse switching mechanism 6 can transmit the
power. If the starting clutch 7 has already been engaged
before the in-gear state is attained, the power will be
suddenly transmitted to the driving wheels of the vehicle
as a result of gearing in of the forward/reverse switching
mechanism 6, whereby shocks occur. Therefore, it is
desirable to switch a control mode of the starting clutch
7, at the time when the forward/reverse switching
mechanism 6 has just attained the in-gear state, from a
waiting mode in which an ineffective stroke of the
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starting clutch 7 is eliminated or minimized to a running
mode in which the engaging force of the starting clutch 7
is increased. In addition, in order to improve the
starting response, it is desirable, in the waiting mode,
to increase the hydraulic oil pressure in the starting
clutch 7 to, and hold it at, a creeping pressure (a
hydraulic oil pressure at which slipping of the starting
clutch 7 does occur but at which a torque above an inertia
of the vehicle can be transmitted). However, if that
command value PSCCMD of the hydraulic oil pressure in the
starting clutch 7 which is to be controlled by the third
linear solenoid valve 153 is changed to the creeping
pressure from the beginning of the vehicle start-up, the
following will happen. Namely, since no hydraulic oil
pressure is available in the hydraulic circuit 11 at the
beginning of the vehicle start-up, the third linear
solenoid valve 153 will be fully opened without receiving
the hydraulic oil pressure which urges it toward the
closed position. As a result, when the hydraulic oil
pressure rises, the hydraulic oil pressure in the starting
clutch 7 will overshoot to a value exceeding the creeping
pressure, resulting in the occurrence of shocks. On the
other hand, if the hydraulic oil pressure in the starting
clutch 7 increases to the creeping pressure while the
pulley side-pressure has not risen yet, a load
corresponding to the inertia of the vehicle will operate
or work on the driven pulley 51 through the starting
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clutch 7. As a result, the belt 52 will slip due to an
insufficient belt side-pressure.
In view of the above points, at the time of the
vehicle start-up from the state of engine stopping, the
starting clutch 7 is controlled by the program shown in
FIG. 3. This control is performed at a predetermined time
interval, e.g., at a time interval of 10 msec. First, at
step Si, a discrimination is made as to whether a flag Fl
has been set to "1" or not. Since the flag Fl has
initially been reset to "0", a determination of "NO" is
made at step S1. The program then proceeds to step S2,
where a timer value YTM1 is searched. Considering the
delay in response to the increase or boosting in the
hydraulic oil pressure, the timer value YTM1 is set, as
shown in FIG. 6, such that the lower the oil temperature
becomes, the longer the timer value becomes. The value of
YTM1 depending on the present oil temperature is searched
in the data table of YTM1 which is prepared with the
hydraulic oil temperature as a parameter. When the oil
temperature is above the ambient temperature, the value
YTM1 is set to about 50 msec. Then, after setting at step
S3 the remaining time TM1 of a subtraction type of first
timer to YTM1, the program proceeds to step S4 to perform
the processing of discriminating the rise in the hydraulic
oil pressure.
Details of the processing of discriminating the rise
in the hydraulic oil pressure are shown in FIG. 4. At
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steps S4-1, S4-2, S4-3, a discrimination is made
respectively as to whether a flag F2, F3, F4 has been set
to 111" or not. Since the flag F2, F3, F4 has initially
been reset to "0", the program proceeds to step S4-4 to
discriminate as to whether a flag F5 has been set to "1"
or not. The flag F5 is a flag to be prepared in a sub-
routine work and is set to "1" if even only one of the
ignition pulses is inputted within a predetermined time
(e.g., 500 msec). If there is no input at all of the
ignition pulses, i.e., when the engine 1 can be judged to
be completely stopped, the flag F5 is reset to "0." If F5
= 0, the flag F4 is set to "1" at step S4-5, and the
program proceeds to step S4-6. From the next time, the
program proceeds from step S4-3 directly to step S4-6.
At step S4-6, a discrimination is made as to whether
that rotational speed NE2PLS of the engine 1 which is
calculated by the difference between the times of
inputting two consecutive ignition pulses is larger than
zero. The computation of NE2PSL is performed in a sub-
routine work. It is when NE2PSL calculated by the
difference between the time of inputting a first ignition
pulse and the time of inputting a second ignition pulse,
which are inputted after the engine stopping, becomes
larger than zero that a determination of "YES" is made at
step S4-6. Then, if a determination of "YES" is made at
step S4-6, the program proceeds to step S4-7, where a
timer value YTMNEI which obtains or finds out the point of
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time at which the rotational speed NE of the engine 1
increases to a first predetermined speed YNE1 (e.g., 500
rpm) is searched. Then, the program proceeds to step S4-
8, where a timer value YTMNE2 which obtains the point of
time at which the rotational speed NE of the engine 1
increases to a second predetermined speed YNE2 (e.g., 900
rpm) is searched. As shown in FIGS. 7A and 7B, the values
YTMNEI and YTMNE2 are set such that the larger NE2PLS
becomes, the shorter YTMNEI and YTMNE2 become. With
reference to FIG. 7C, reference character tl denotes a
point of time at which the first ignition pulse is
inputted, and reference character t2 denotes a point of
time at which the second ignition pulse is inputted. The
rotational speed NE2PLS that is calculated from the
difference in times of inputting both ignition pulses
becomes considerably smaller than the actual rotational
speed NE of the engine 1 at that point of time. However,
the time required for the rotational speed NE of the
engine 1 to increase from the point of time t2 to each of
the predetermined speeds YNE1, YNE2 can be obtained from
NE2PLS at a considerably high accuracy. Based on this
principle, YTMNEI and YTMNE2 are set.
In case the vehicle start-up takes place before
complete stopping of the engine 1, since the state of F5 =
1 has been established, the program proceeds from step S4-
4 to step S4-9, where a discrimination is made as to
whether the flag F6 has been set to "1" or not. Since the
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flag F6 has initially been reset to "0", a determination
of "NO" is made at step S4-9. The program then proceeds
to step S4-10, where a discrimination is made as to
whether the rotational speed NE of the engine 1 obtained
as an average value of a plurality of NE2PLS's is below a
predetermined speed YNE (e.g., 500 rpm) or not. If a
condition of NE <- YNE is satisfied, the flag F6 is set to
"1" at step S4-11 and the program then proceeds to step
S4-12. From the next time, the program proceeds from step
S4-9 directly to step S4-12, where a discrimination is
made as to whether the value of NE2PLS at this time has
become larger than the value NE2PLS1 at the previous time.
It is when NE2PLS has changed for an increase for the
first time after the vehicle start-up that a determination
of "YES" is made at step S4-12. Then, if a determination
of "YES" is made at step S4-12, a searching for YTMNEI and
YTMNE2 is made at steps S4-13 and S4-14 with NE2PLS at
this time serving as a parameter. YTMNEI and YTMNE2 to be
searched at steps S4-13 and S4-14 are set, as shown in
dotted lines in FIGS. 7A and 7B, to become shorter than
YTMNEI and YTMNE2, as shown in solid lines, which are to
be searched at steps S4-7 and S4-8.
When a determination of "NO" is made at step S4-10,
YTMNEI and YTMNE2 are made to zero at steps S4-15 and S4-
16. Once the searching for YTMNEI and YTMNE2 is finished
as noted above, the remaining times TMNE1 and TMNE2 of
substraction type of first and second timers for
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discrimination of NE are set at steps S4-17 and S4-18 to
YTMNEI and YTMNE2, respectively. Then, at step S4-19, the
flag F3 is set to "1", and the program proceeds to step
S4-20. From the next time, the program proceeds from step
S4-2 directly to step S4-20.
At step S4-20, an amount of change DIACT of an
effective value IACT of electric current charged to the
solenoid 153a of the third linear solenoid valve 153 is
calculated. AIACT is calculated as a difference between a
detected value of IACT at this time and an average value,
e.g., of IACT detected three times before through IACT
detected five times before. Once AIACT has been
calculated, a discrimination is then made at step S4-21 as
to whether the flag F7 has been set to "1" or not. Since
F7 has initially been reset to "0", the program therefore
proceeds to step S4-22, where a discrimination is made as
to whether an absolute value of DIACT has become smaller
than a predetermined value YAIACT1 (e.g., 3.1 mA) or not.
At the time of vehicle start-up from the state of engine
stopping, when the hydraulic oil pressure command value
PSCCMD rises from zero, the electric charging to the
solenoid 153a is started. And a feedback control of IACT
is made so that IACT becomes a target electric current
value which corresponds to PSCCMD. Therefore, until IACT
becomes stable at the target electric current value, the
state will be I AIACT I > YDIACT1. Then, when a condition
of IDIACT I <_ YAIACT1 has been satisfied, i.e., when IACT
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has been discriminated to be stable at the target electric
current value, the flag F7 is set to "1" at step S4-23.
The program, then, proceeds to step S4-24. From the next
time, the program proceeds from step S4-21 directly to
step S4-24.
At step S4-24, a discrimination is made as to
whether the remaining time TMNE1 of the first timer for
discriminating NE has become zero or not, i.e., as to
whether the rotational speed NE of the engine 1 has
increased to the first predetermined speed YNE1 or not
(see FIG. 7C). If the result of this discrimination is
"YES", a discrimination is made at step S4-25 as to
whether the remaining time TM2 of a subtraction type of
second timer has become zero or not. TM2 has initially
been set to YTM2 at the beginning of vehicle start-up from
the state of engine stopping. Then, if a condition of TM2
= 0 is satisfied after a lapse of time of YTM2 from the
point of time of the vehicle start-up, a discrimination is
made at step S4-26 as to whether DIACT has exceeded a
predetermined value YAIACT2 (e.g., 12.4 mA) or not.
If the vehicle start-up takes place from the state
in which there is no hydraulic oil pressure in the
hydraulic circuit 11 due to stopping of the engine, when
the hydraulic oil pressure in the hydraulic circuit 11 has
risen, the fully opened third linear solenoid valve 153 is
returned toward the closed position. Counter-
electromotive force will thus occur to the solenoid 153a,
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CA 02313595 2000-07-05
and IACT increases by the amount corresponding to the
counter-electromotive force. Therefore, a determination
can be made as to whether the hydraulic oil pressure in
the hydraulic circuit 11 has risen or not by whether a
condition of AIACT >- YAIACT2 has been satisfied or not.
There are sometimes cases where the condition of DIACT
YAIACT2 is not satisfied by the occurrence of a counter-
electromotive force due to the changes in the hydraulic
oil pressure at the transient period of the rise in the
hydraulic oil pressure. Therefore, in order to prevent a
wrong discrimination of the rise in the hydraulic oil
pressure, in this embodiment, the following arrangement
has been employed. Namely, step S4-24 is provided and,
until a condition of TMNEl = 0 is satisfied, i.e., until
the rotational speed NE of the engine 1 increases to the
first predetermined speed YNE1, the discrimination at step
S4-26, i.e., the discrimination regarding the rise in the
hydraulic oil pressure based on AIACT is not performed.
The reason why step S4-25 is provided will be given in
detail hereinafter.
When a condition of DIACT _ AIACT2 has been
satisfied, the flag F8 is set to "1" at step S4-27, and
then a discrimination is made at step S4-28 as to whether
the flag F3 has been set to "1" or not. If a condition of
F3 = 1 has been satisfied as a result of the setting
processing at step S4-19, a discrimination is made at step
S4-29 as to whether the flag F8 has been set to "1" or
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CA 02313595 2000-07-05
not. If a condition of F8 = 1 has been satisfied as a
result of setting processing at step S4-27, a mode value
ISMOD is set to "O1" at step S4-30.
If the flag F8 has not been set to "1", a
discrimination is made at step S4-31 as to whether the
rotational speed NDR of the drive pulley 50 has already
exceeded a predetermined first speed YNDR1 (e.g., 500 rpm)
or not. If a condition is NDR < YNDR1, a discrimination
is made at step S4-32 as to whether the remaining time
TMNE2 of the second timer for discriminating the NE has
become zero or not, i.e., as to whether the rotational
speed NE of the engine 1 has increased to the second
predetermined speed YNE2 or not (see FIG. 7C). When a
condition of NDR >_ YNDR1 or TMNE2 = 0 has been satisfied,
a discrimination is made at step S4-33 as to whether TM2 =
0 or not. When TM2 = 0, a mode value ISMOD is set to "02"
at step S4-34. Once the setting processing has been
performed at step S4-30 or step S4-34, the flag F2 is set
to "1" at step S4-35, and the subsequent processing of
discriminating the rise in the hydraulic oil pressure is
stopped.
When the vehicle start-up takes place from the state
in which there is no hydraulic oil pressure in the
hydraulic circuit 11, the rise in the hydraulic oil
pressure can be discriminated based on AIACT as explained
hereinabove, i.e., based on the counter-electromotive
force of the solenoid 153a of the third linear solenoid
24
CA 02313595 2000-07-05
valve 153. On the other hand, if the vehicle start-up
takes place in a state in which a residual pressure is
present in the hydraulic circuit 11, the third linear
solenoid valve 153 will not be fully opened. The rise in
the hydraulic oil pressure cannot therefore be
discriminated based on the counter-electromotive force of
the solenoid 153a. When the hydraulic oil begins to be
supplied to the forward running clutch 64 or to the
reverse running brake 65 as a result of the start of the
engine 1, the drive pulley 50 starts to rotate by the
power transmission through the forward/reverse switching
mechanism 6. Therefore, when the rotational speed NDR of
the drive pulley 50 has increased to YNDR1, the hydraulic
oil pressure of the hydraulic circuit 11 can also be
judged to have risen. Therefore, in this embodiment, a
discrimination is made at step S4-31 as to whether the
hydraulic oil pressure has risen or not based on the
rotational speed NDR of the drive pulley 50. If there is
a delay in the rise in the hydraulic oil pressure in the
forward running clutch 64 or the reverse running brake 65,
or if the range of the transmission has been switched to
the non-running range of "N" or "P" position, a condition
of NDR >_ YNDR1 is sometimes not satisfied even though the
hydraulic oil pressure has already risen. As a solution,
in this embodiment, there is provided a step of S4-32 to
discriminate as to whether the hydraulic oil pressure has
risen or not also based on the rotational speed NE of the
CA 02313595 2000-07-05
engine 1.
With reference to FIG. 3, when the processing of
discriminating the rise in the hydraulic oil pressure has
been made at step S4, a discrimination is then made at
step S5 as to whether the flag F2 has been set to "1" or
not. Until a condition of F2 = 1 is satisfied, i.e.,
until the hydraulic oil pressure in the hydraulic circuit
11 has risen, the program proceeds to step S6 to thereby
set the hydraulic oil pressure command value PSCCMD to an
initial pressure PSCA which is lower than the creeping
pressure. Further, at step S7, the remaining time TM3 in
a subtraction type of third timer is set to a
predetermined time YTM3 (e.g., 500 msec). The initial
pressure PSCA is set to a value substantially equal to a
set load of a return spring 7a of the starting clutch 7.
Even if the hydraulic oil pressure to the starting clutch
7 increases to the initial pressure PSCA, the starting
clutch 7 only attains a state in which a non-effective
stroke is eliminated down to the smallest extent possible
and, thus, an engaging force will not occur. Therefore,
even if the hydraulic oil pressure in the starting clutch
7 overshoots due to the rise in the hydraulic oil pressure
in the hydraulic circuit 11, the starting clutch 7 will
not be strongly engaged. Shocks will consequently not
occur.
The above-described YTM2 is set to such a time as,
for example, 200 msec considering the time required for
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CA 02313595 2000-07-05
the pulley side-pressure to rise by the oil supply to the
cylinder 50c, 51c of the drive pulley 50 or the driven
pulley 51c. Further, due to the processing at steps S4-25
and S4-33, the setting to "1" of the flag F2 is prohibited
until a lapse of time of YTM2 from the point of time of
the vehicle start-up. The hydraulic oil pressure command
value PSCCMD is thus held at the initial pressure PSCA,
and the engaging force of the starting clutch 7 is
prevented from increasing above the creeping force at
which the creeping of the vehicle occurs. In this manner,
by the engaging of the starting clutch 7 before the rise
in the pulley side-pressure, the belt 52 can be prevented
from slipping.
When the hydraulic oil pressure in the hydraulic
circuit 11 rises and the flag F2 is set to "1", the
program proceeds to step S8 to perform the data setting
processing. Details of this data setting processing are
shown in FIG. 5 and its detailed explanation will be made
hereinbelow. At steps S8-1 and S8-2, an added value PSCB
for the ineffective stroke eliminating pressure and an
added value PSCC for the creeping pressure are
respectively searched. PSCB and PSCC are set such that
the lower the hydraulic oil temperature becomes, the
higher they become, considering the delay in response to
the increase in the hydraulic oil pressure. Values of
PSCB and PSCC which correspond to the oil temperature at
the present time are searched in the data table of PSCB
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CA 02313595 2000-07-05
and PSCC which has the oil temperature as a parameter.
Then, a discrimination is made at step S8-3 as to
whether the step mode value ISMOD has been set to "O1" or
not. If ISMOD = 01, the program proceeds to step S8-4.
At step S8-4, a preliminarily added value PSCBa for the
ineffective stroke eliminating pressure is re-written to
zero. Further, a timer value YTM3B for judging the
termination of the ineffective stroke eliminating pressure
and a timer value YTM3C for judging the starting of the
creeping pressure are set to first set values of YTM3B1
(e.g., 420 msec) and YTM3C1 (e.g., 400 msec),
respectively. If ISMOD has been set to "02", the program
proceeds to step S8-5, where YTM3B and YTM3C are set to
second set values of YTM3B2 (e.g., 470 msec) and YTM3C2
(e.g., 450 msec), respectively.
With reference to FIG. 3, when the data setting
processing has been finished at step S8 as described
above, the program then proceeds to step S9. At step S9,
a discrimination is made as to whether the remaining time
TM3 in the third timer is above a predetermined set time
YTM3A (e.g., 490 msec) or not, i.e., as to whether the
time of lapse from the point of time of pressure rise is
within YTM3 - YTM3A or not. If a condition of TM3 _ YTM3A
is satisfied, the hydraulic oil pressure command value
PSCCMD is set at step S10 to a value obtained by adding
PSCB and PSCBa to PSCA. If a condition of TM3 < YTM3A is
satisfied, a discrimination is made at step S11 as to
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CA 02313595 2000-07-05
whether TM3 is above YTM3B or not, i.e., as to whether the
time of lapse from the point of time of rise in the
hydraulic oil pressure is within YTM3 - YTM3B or not. If
a condition of TM3 >- YTM3B is satisfied, the hydraulic oil
pressure command value PSCCMD is set at step S12 to a
value obtained by adding PSCB to PSCA. If a condition of
TM3 < YTM3B is satisfied, a discrimination is made at step
S13 as to whether TM3 is above YTM3C or not, i.e., as to
whether the time of lapse from the point of time of rise
in the hydraulic oil pressure is within YTM3 - YTM3C or
not. If a condition of TM3 ? YTM3C is satisfied, the
hydraulic oil pressure command value PSCCMD is set at step
S14 to a value obtained by deducting, from a value
obtained by adding PSCC to PSCA, that preliminarily
deducted value PSCCa for the creeping pressure which is
set in advance to a predetermined value. When a condition
of TM3 < YTM3C has been satisfied, the flag Fl is set at
step S15 to "1" and also, at step S16, the hydraulic oil
pressure command value PSCCMD is set to a value obtained
by adding PSCC to PSCA. From the next time, a
determination of "YES" is made at step S1 and the program
thus proceeds to step S17. At step S17, a discrimination
is made as to whether the remaining time TM1 in the first
timer has become zero or not, i.e., as to whether the time
of lapse from the point of time of setting the hydraulic
oil pressure command value PSCCMD to PSCA + PSCC has
become YTM1 or not. Then, when a condition of TM1 = 0 has
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CA 02313595 2000-07-05
been satisfied, a discrimination is made at step S18 as to
whether or not the range of the transmission is "N" or
"P." If the range is in a running range other than "N"
and "P", a discrimination is made at step S19 as to
whether the flag F9 has been set to "1" or not. Since the
flag F9 has initially been set to "0", a determination of
"NO" is made at step S19, and the program proceeds to step
S20. At step S20, a discrimination is made as to whether
the rotational speed NDR of the drive pulley 50 has
exceeded a second predetermined speed YNDR2 or not. If
TM1 o 0, or if the range is "N" or "P", or if a condition
of NDR < YNDR2 is satisfied, the remaining time TM4 in a
subtraction type of fourth timer is set at step S21 to a
predetermined time YTM4. The program then proceeds to
step S16, where the hydraulic oil pressure command value
PSCCMD is held at PSCA + PSCC.
Here, PSCC is set such that the value obtained by
adding the initial value PSCA to PSCC becomes the creeping
pressure. Further, PSCB is set to a value larger than
PSCC. When ISMOD is set to "O1" as a result of
discrimination of the rise in the hydraulic oil pressure
by the counter-electromotive force of the solenoid 153a,
PSCBa is re-written to zero as described hereinabove.
Therefore, as shown in FIG. 8, until the time YTM3 - YTM3B
(= YTM3B1) has lapsed from the point of time of
discrimination of the rise in the hydraulic oil pressure
(i.e., the time when the condition of F2 = 1 has been
CA 02313595 2000-07-05
satisfied), the hydraulic oil pressure command value
PSCCMD is held at PSCA + PSCB, i.e., at the ineffective
stroke eliminating pressure which is higher than the
creeping pressure. During this period of time, an actual
hydraulic oil pressure PSC in the starting clutch 7
increases at a good response toward the creeping pressure
while minimizing the ineffective stroke. When the lapse
of time from the point of time of discriminating the rise
in the hydraulic oil pressure has exceeded YTM3 - YTM3B,
PSCCMD is switched to a value obtained by PSCA + PSCC -
PSCCa, i.e., a value smaller than the creeping pressure,
until the lapse of time becomes YTM3 - YTM3C (= YTM3C1).
When the lapse of time has exceeded YTM3 - YTM3C, PSCCMD
is switched to PSCA + PSCC, i.e., to the creeping
pressure. In this manner, by temporarily making PSCCMD
smaller than the creeping pressure when PSCCMD is switched
from the ineffective stroke eliminating pressure to the
creeping pressure, the effective electric current value
IACT of the solenoid 153a lowers at a good response from
the electric current value corresponding to the
ineffective stroke eliminating pressure down to the
electric current value corresponding to the creeping
pressure. The actual clutch pressure PSC of the starting
clutch 7 is then increased to the creeping pressure
without giving rise to overshooting before the lapse of
time YTM1 from the point of time at which PSCCMD was
switched to the creeping pressure.
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When the rise in the hydraulic oil pressure is
discriminated based on the rotational speed NDR of the
drive pulley 50 and the rotational speed NE of the engine
1, and ISMOD is consequently set to "02", PSCCMD is
switched, as shown in FIG. 9, to a value of PSCA + PSCB +
PSCBa, i.e., to a value higher than the ineffective stroke
eliminating pressure until the time of lapse from the
point of time of discriminating the rise in the hydraulic
oil pressure becomes YTM3 - YTM3A. When the time of lapse
has exceeded YTM3 - YTM3A, PSCCMD is switched to PSCA +
PSCB, i.e., the ineffective stroke eliminating pressure.
In this manner, by temporarily making PSCCMD higher than
the ineffective stroke eliminating pressure when PSCCMD is
switched from the initial pressure PSCA to the ineffective
stroke eliminating pressure, the effective electric
current value IACT of the solenoid 153a increases at a good
response from the electric current value corresponding to
the initial pressure to the electric current value
corresponding to the ineffective stroke eliminating
pressure. When ISMOD is set to "O1" the effective
electric current value IACT has already increased by the
counter-electromotive force. Therefore, it is not
necessary to make PSCCMD higher than the ineffective
stroke eliminating pressure for the purpose of improving
the response of IACT. When the lapse of time from the
time of discriminating the rise in the hydraulic oil
pressure has exceeded YTM3 - YTM3B (= YTM3B2), PSCCMD is
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CA 02313595 2000-07-05
switched to PSCA + PSCC - PSCCa, i.e., a value smaller
than the creeping pressure until the lapse of time becomes
YTM3 - YTM3C (= YTM3C2). Thereafter, PSCCMD is switched
to PSCA + PSCC, i.e., the creeping pressure. Here, it is
when there is a residual pressure in the hydraulic circuit
11 that ISMOD is set to "02". Since the actual hydraulic
oil pressure PSC of the starting clutch 7 increases at a
relatively good response, YTM3B2 is set to a value larger
than YTM3B1 to thereby shorten the time to hold PSCCMD at
the ineffective stroke eliminating pressure.
Until the forward/reverse switching mechanism 6
becomes the in-gear state, PSCCMD is held at the creeping
pressure. The engaging force of the starting clutch 7 is
thus kept below the creeping force at which the creeping
of the vehicle occurs to thereby prevent the occurrence of
shocks by a sudden rise in the driving torque of the
driving wheels of the vehicle at the time of gearing in.
Here, whether the forward/reverse switching mechanism 6
has become the in-gear state or not can be discriminated
by checking whether the deviation between the rotational
speed NE of the engine 1 and the rotational speed NDR of
the drive pulley 50 has fallen below a predetermined value
or not. However, at the time of vehicle start-up from the
state of engine stopping, the rotational speed of the
engine 1 rapidly increases. Therefore, if the rotational
speed of the engine 1 is calculated from the difference in
times of inputting of the ignition pulses as described
33
CA 02313595 2000-07-05
hereinabove, the calculated NE becomes considerably
smaller than the actual NE and, as a result, the judgement
of the in-gear state is delayed. Therefore, in this
embodiment, the discrimination of the in-gear state is
made based only on the rotational speed NDR of the drive
pulley 50. In other words, as described above, a
discrimination is made at step S20 as to whether the
rotational speed NDR of the drive pulley 50 has exceeded a
predetermined second speed YNDR2 (e.g., 700 rpm) or not.
When a condition of NDR >_ YNDR2 has been satisfied, it is
judged that the forward/reverse switching mechanism 6 has
become the in-gear state and, at step S22, the flag F9 is
set to "1." The program then proceeds to step S23 and the
following steps. The control mode of the starting clutch
7 is then switched from the previous waiting mode to the
running mode.
In the running mode, first, an ordinary hydraulic
oil pressure PSCN of the starting clutch 7 corresponding
to the rotational speed NE of the engine 1 is calculated
at step S23. Then, at step S24, a discrimination is made
as to whether PSCN is above a limit value PSCLMT for
annealing or not. If PSCN ? PSCLMT, a discrimination is
made at step S25 as to whether the remaining time TM4 in
the fourth timer is zero or not, i.e., as to whether the
time of lapse from the point of time of the in-gear
discrimination (= point of time when a state of F9 = 1 has
been satisfied) has exceeded YTM4 or not. If TM4 = 0, a
34
CA 02313595 2000-07-05
change limit value APLMT on the positive (plus) side of
the hydraulic oil pressure per one time is set at step S26
to an ordinary annealing value YAPLMTN (e.g., 0.5 kg/cmZ).
If TM4 o 0, APLMT is set at step S27 to a value YAPLMTS
(e.g., 0.25 kg/cmz) which is smaller than YAPLMTN. Then,
at step S28, a discrimination is made as to whether an
absolute value of the deviation between PSCN and PSCLMT is
above OPLMT or not. If the deviation is above APLMT,
PSCLMT is re-written at step S29 to a value which is
obtained by adding OPLMT to the preceding value of PSCLMT.
If the deviation is below OPLMT, PSCLMT is re-written at
step S30 to PSCN. Further, if a condition of PSCN <
PSCLMT is satisfied, a discrimination is made at step S31
as to whether or not an absolute value of the deviation
between PSCN and PSCLMT is above a predetermined upper
limit value OPLMTM on the negative (minus) side (e.g., 0.5
kg/cm2) of the hydraulic oil pressure. If the deviation is
above APLMTM, PSCLMT is re-written at step S32 to a value
which is obtained by deducting APLMTM from the preceding
value of PSCLMT. If the deviation is below OPLMTM, PSCLMT
is re-written at step S30 to PSCN as described
hereinabove. In addition, at step S33, the hydraulic oil
pressure command value PSCCMD is set to PSCLMT.
In this manner, when YTM4 has lapsed from the point
of time of the discrimination of the in-gear state, the
amount of increase (or increment) per time of the
hydraulic oil pressure command value PSCCMD becomes the
CA 02313595 2000-07-05
ordinary annealing value YAPLMTN. However, until YTM4 has
lapsed, the amount of increment per time of PSCCMD is
limited to YAPLMS which is smaller than the ordinary
annealing value. PSCCMD, i.e., the speed of increase in
the engaging force of the starting clutch 7 is limited to
a relatively low speed.
In order to improve the durability of, and to reduce
the friction loss of, the belt 52, the pulley side-
pressure shall not be made larger than is required as
compared with the transmission torque at the point of time
in question. Therefore, in the waiting mode, the pulley
side-pressure is made relatively low and, as a result of
switching to the running mode, the pulley side-pressure is
increased to suit the increase in the engaging force of
the starting clutch 7 above the creeping force. However,
there are cases where the hydraulic oil pressure in the
hydraulic circuit 11 has not been completely increased to
the line pressure even at the time of switching to the
running mode. If the speed of increasing the engaging
force of the starting clutch 7 is accelerated, the
increase in the pulley side-pressure is delayed and, as a
result, there is a possibility that the belt 52 gives rise
to slipping. In order to suit this kind of time which may
give rise to the delay in the increase in the pulley side-
pressure, the above-described YTM4 is set to 90 msec, for
example. By keeping low the increasing speed of the
engaging force of the starting clutch 7 during this period
36
CA 02313595 2000-07-05
of time, the slipping of the belt 52 can be prevented.
An explanation has so far been made about an
embodiment in which the starting clutch 7 was constituted
by a hydraulic clutch. The present invention can,
however, be applicable to an embodiment in which the
starting clutch 7 is constituted by a clutch such as an
electromagnetic clutch, or the like, instead of a
hydraulic clutch.
It is readily apparent that the above-described
apparatus for controlling a starting clutch of a vehicle
having a function of stopping engine idling meets all of
the objects mentioned above and also has the advantage of
wide commercial utility. It should be understood that the
specific form of the invention hereinabove described is
intended to be representative only, as certain
modifications within the scope of these teachings will be
apparent to those skilled in the art.
Accordingly, reference should be made to the
following claims in determining the full scope of the
invention.
37
