JPH0623027B2 - Automotive clutch control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention includes a predetermined clutch drive means (actuator) for engaging and disengaging a clutch, and clutch control of an automobile adapted to electrically control the clutch drive means. It relates to the device.

(Prior Art) Conventionally, as a clutch control device for an automobile as described above, for example, there is a known technique disclosed in Japanese Patent Laid-Open No. 58-133924. This prior art relates to a clutch control device when the engine brake is used, for example, when traveling downhill, and detects the intake negative pressure to the engine, and detects this detected value to set a lower limit of the intake negative pressure at which the engine stops. If the detected value is larger than the set lower limit value, the engine is considered to have excess torque and the clutch is held in the connected state, while the detected value is smaller than the lower limit value. To avoid engine stop, disengage the clutch to remove the engine load to restore the engine speed, and when the intake negative pressure becomes higher than the set lower limit, re-engage the clutch and apply the engine brake to stabilize. It is designed to be able to run downhill.

According to this prior art, compared to the case where the vehicle speed is set to a constant value and the clutch is disengaged based on this set vehicle speed and the engine brake is applied, the clutch is considered up to the engine stop limit considering the excess torque of the engine. Since the connection state is controlled, the on-off span of the clutch can be lengthened and the number of repetitions of acceleration / deceleration can be reduced, so that there is an advantage that the traveling state is more stable.

However, in the case of the above-mentioned conventional technique, the clutch disengagement timing is only determined on the basis of the engine intake negative pressure regardless of the change in vehicle speed, and is intended only when the normal engine brake is used. . However, in the actual downhill traveling state, not only the engine braking but also the sudden braking by the operation of the brake pedal may be performed and the gentle braking may be performed.

In any of these two cases, it is the same as returning the accelerator and stepping on the brake. Therefore, the intake negative pressure ends up decreasing at the same timing. The clutch is disengaged at the same timing in both braking and gentle braking.

However, if sudden braking is applied in a state where the engine speed is high, the engine torque is likely to stall because the driving torque is small. Therefore, in order to prevent engine stalling, the clutch must be disengaged as quickly as possible regardless of the deceleration. On the other hand, in the case of slow braking, it is desirable that the clutch connection state be maintained in order to obtain the engine braking effect even at a low vehicle speed as close to the idle speed as possible, assuming that the vehicle should continue running. On the other hand, in the above-mentioned conventional technique, the occurrence of engine stall can be prevented as long as there is excess torque, but since the rate of change of the engine or clutch rotational speed is not a determining factor, deceleration It is difficult to perform a smooth clutch disengagement control by predictive disengagement according to the above, and the clutch disengagement is not performed until the intake negative pressure falls below the set value. Bad ring is inevitable. Further, since the lower limit value of the intake negative pressure is set to a certain high value in order to sufficiently leave the surplus torque in consideration of various running states, it is not possible to obtain the engine braking effect in the idle speed region. .

(Object of the Invention) The present invention has been made in order to improve the above-mentioned drawbacks of the prior art, and takes into consideration both the rotational speed of the engine output shaft or the clutch output shaft and the rate of change thereof to the negative side. By predicting the disengagement of the engine, it is possible to provide a vehicle clutch control device that prevents the engine stall by increasing the target disengagement speed of the clutch during sudden braking from a high rotation state where the engine drive torque is small. It is intended.

(Means for Achieving the Purpose) In order to achieve the above object, the present invention provides an actuator for intermittently operating a clutch provided between an output shaft of an engine and an input shaft of a transmission, and an engine of the engine. Rotational speed detecting means for detecting either rotational speed of the output shaft or rotational speed of the output shaft of the clutch, and rotational speed change for detecting a rate of change of rotational speed detected by the rotational speed detecting means. The clutch disengagement target rotational speed is set by both the detection signals from the rotational speed detecting means, the rotational speed detecting means and the rotational speed change rate detecting means, and the negative rotational speed change rate detected by the rotational speed change rate detecting means is set. The actuator control means outputs a control signal for increasing the clutch disengagement target rotation speed to the actuator according to the increase of the value on the side.

(Operation) According to the above means, the rotational range level and the deceleration degree from the rotational range level are determined based on the rotational speed of the engine output shaft or the clutch output shaft and the rate of change thereof to the negative side, and the target clutch disengagement rotational speed is the same. It is appropriately predicted and set corresponding to the determined deceleration, and the clutch disengagement target rotational speed is controlled to become higher as the deceleration at which the rate of change of the rotational speed to the negative side is higher is higher, and as a result, In the opposite case, it is controlled to be low. Therefore, during sudden braking from the high engine speed range, the clutch is quickly disengaged from the same high engine speed state to prevent engine stall, while at the time of gentle braking, a sufficient engine braking effect is applied to the low vehicle speed state in the idle range. You can

(Embodiment) FIGS. 1 to 10 show an automobile clutch control device and its operation according to an embodiment of the present invention.

First, FIG. 1 shows a schematic configuration of the entire system of the control device.

Reference numeral 1 denotes an automobile engine, an output shaft 1a of the engine 1 is connected to a transmission 3 via a clutch 2, and the clutch 2 is an operation member for intermittently operating the above-mentioned connected state. Have 2a. The operating member 2a is connected to a first actuator 5 composed of a diaphragm via an operating rod 4, and is actuated in the arrow direction at a predetermined stroke and operating speed by the operation of the first actuator 5 to engage and disengage the clutch (plate). To do.

The first actuator 5 opens the working rod 4 side to the atmosphere and has a negative pressure chamber 5a on the other end side.
When a negative pressure is introduced into 5a, the operating member 2a is pulled in the direction of arrow (a) through the operating rod 4 to disconnect the clutch 2. The negative pressure chamber 5a is connected to the air control valve V via the negative pressure passage 6.
₁ and the vacuum control valves V ₂ and V ₃ , respectively. The vacuum control valve V _{3 also} has an air control valve V _3.
4 is connected. The air control valves V ₁ and V ₄ are electromagnetic valves that switch between a state in which the atmosphere communicates with the negative pressure chamber 5a or a state in which communication with the negative pressure chamber 5a is interrupted.
ON (excitation), OFF according to the valve control signal from
(De-excited). In this case, the air control valve V ₁ is in communication in the ON state, the communication is blocked in the OFF state, and the air control valve V ₄ is in the opposite direction. The air control valve V ₄ is in communication with the vacuum control valve V _{3 in} an open state. The vacuum control valves V ₂ and V ₃ are electromagnetic valves each having an input side connected to the negative pressure tank 8. The vacuum control valves V ₂ and V ₃ are turned on (excited) and turned off by a valve control signal from a controller described later, like the air control valve described above. (De-energized)
Thus, the supply of negative pressure to the negative pressure chamber 5a is cut off when turned off, while the negative pressure is supplied when turned on. The negative pressure tank 8 is connected via a check valve 9 to an electric pump 11 driven by a motor 10.

The first actuator 5 for the clutch on / off operation is
O based on the valve control signal from the controller described later.
Each of the above air control valves V ₁ and V ₄ that are operated N and OFF
And its operating condition by the vacuum control valve V _2, V ₃ (connected - Hold - cutting) is controlled (described later).

On the other hand, on the engine 1 side, there is an engine speed detecting means 15 located at the crank pulley part for detecting the engine speed, and for the clutch 2, a clutch disconnection switch 16 and a clutch 2 for detecting the disengaged state of the clutch 2. Clutch output shaft rotation speed detecting means 17 for detecting the rotation speed of the output shaft 2a are provided respectively, and these detecting means are respectively inputted to the controller 7. Further, an accelerator switch 19 that is turned on when the accelerator pedal 18 is depressed by a predetermined amount or more, and a brake switch 21 that is turned on when the brake pedal 20 is further depressed are provided on the driver side of the vehicle. ON / OFF signals of these switches 19 and 21 are also input to the controller 7.

On the other hand, the transmission 3 is a sub transmission 3a having two sub shift positions, an economy mode (E) and a power mode (P).
And a main transmission 36 having normal shift positions of R, N, 1st to 5th speeds, and the mode switching portion 22 of the sub-transmission 3a is provided with a second, for example, diaphragm for mode switching. Actuator 23 is connected via an operating rod 24. The second actuator 23 has a negative pressure chamber 23 on both the working rod 24 side and the other end side.
The negative pressure chambers 23a and 23b have a and 23b, and the negative pressure chambers 23a and 23b are control valves V having a control function by both air and vacuum media, respectively.
₅ and V ₆ are connected to the atmosphere and the negative pressure tank 8 described above. The control valves V ₅ and V ₆ are the above-mentioned air control valves V ₁ and V ₄ , the vacuum control valve V ₂ ,
Like V ₃ , it is composed of a solenoid valve that is turned on and off by a valve control signal from a controller 7 described later, and in the ON (excited) state, each of the negative pressure chambers 23a and 23b.
While being communicated with the atmosphere, it operates so as to communicate with the negative pressure tank 8 in the OFF (non-excitation) state. And
The second actuator 23 is controlled according to the ON / OFF operation of the control valves V ₅ and V ₆ based on the valve control signal from the controller 7, and the operating rod 24
Is operated in the arrow (E) or (P) direction to operate the mode switching section 22 to switch between the economy mode (E) and the power mode (P). The auxiliary transmission 3a has an auxiliary variable position switch 25 for displaying the selected one of the two mode positions (E) and (P).
Are provided, and the ON / OFF signals thereof are also input to the controller 7.

Further, the shift lever 26 of the main transmission 3b is provided with a main variable knob switch 27 which is turned on by touching the shift lever 26 and a sub variable select switch 28 which selects one of the modes of the sub transmission 3a. Each main transmission 3b itself is provided with a main variable position switch 29 for displaying the shift position of the main transmission 3b. ON / OFF signals of these switches are also input to the controller 7. It

Further, the output shaft 30 of the main transmission 3b is also provided with a vehicle speed switch 31 that is turned on at a constant vehicle speed (for example, 15 to 20 km / h) or more, and the output of the vehicle speed switch 31 is the same as in the above-mentioned cases. It is input to the controller 7, which will be described later.

The controller is mainly composed of a CPU, and has an input / output interface (I / O) and a memory unit (RAM and RO).
M), and if necessary, a D / A or A / D, f / v converter for input signal treatment.

Next, FIG. 2 is a flow chart showing a basic control operation (loop) of the automobile clutch control apparatus of FIG. 1 above. First, the control operation of this embodiment is roughly classified and the control operation is started. After the initialization of each part of the system is completed, the basic step S ₁ of inputting the data (control parameters) from the above-mentioned respective detecting parts and output parts and performing a predetermined signal processing, and then this basic step S ₁
A basic step S ₂ for controlling the shift state of the auxiliary transmission 3a based on the data subjected to the predetermined signal processing in
It is constructed the basic steps S ₃ for controlling the connection status of the specific clutch 2 in further conducted the control of the auxiliary transmission 3a as a control routine.

Hereinafter, first the shift control operation of auxiliary transmission 3a of the basic step S ₂ of the second diagram shown in FIG. 3 will be described in detail.

After the control operation is started, first, the operation state of the auxiliary changeover select switch 28 provided on the shift lever 26 for the main transmission is read into the memory section of the controller 7 (step S ₁ ), and then the operation state is changed. Power mode position
It is determined whether or not it is (P) (step S ₂ ).
Then, as a result, if that is the power mode positive Chillon (P) is set to the sub-variable selection flag S to 0 (Step S _3), and the other power mode positive Chillon (P)
Is set to OFF by-variable selection flag S (step _{S 4)} if not. Thereafter, specifically loads the shift position of the auxiliary transmission 3a, based on the input from the auxiliary variable position switch 25 of the further the auxiliary transmission 3a in turn (step S _5), the power mode position (P) in reality again Is determined (step S ₆ ),
If YES (power), the auxiliary variable position flag P is set to 0 (step S ₇ ), while if NO (economy), the same position flag P is set to FF (step S ₈ ). Then, a new flag M is set with reference to the flag data S and P by the above operation, and the flag M is exclusive ORed with the data S and P.
It is set as the output (SR) (step S ₉ ). As a result, the shift position (and state) of the auxiliary transmission 3a is finally accurately determined.

Next, it is confirmed that the data of the flag M, that is, the exclusive OR (SP) is 0 (step S
₁₀ ). As a result, when M = 0 (YES), both the control valves V ₅ and V ₆ described above are maintained in the OFF state (step S ₁₁ ), and the negative pressure chamber of the second actuator 23 described above is maintained.
Both 23a and 23b are communicated with the negative pressure tank 8 and the clutch flag C is set to 1 (hold command) (step S).
₁₂ ). Therefore, the second actuator 23 is not driven in the hold state and the mode switching unit 22 does not operate.

On the other hand, when M ≠ 0 (NO), the output of the clutch disengagement switch 16 is further read (step S ₁₃ ), and the ON / OFF state of the switch 16 is determined (step S ₁₄ ). Then, the clutch disconnection switch 16 is turned on.
In the case of (YES), the sub-variant select flag S described above is further added.
It is determined whether is 0 (step S ₁₅ ).
When S = 0 (YES), the control valve V ₅ is turned on to connect the negative pressure chamber 23a of the second actuator 23 to the atmosphere, and the control valve V ₆ is turned off to turn the negative pressure chamber 23b on.
To the negative pressure tank 8. Then, the second actuator 23 is driven to operate the operation lock 24 in the arrow (P) direction (power mode side), and the mode switching unit 22 is operated to change the shift position of the auxiliary transmission 3a to the power mode (P). )) (Step S ₁₆ ). Thereafter, it sets the clutch C 0 (on clutch disengagement), based on the operation state (step S _17). On the other hand, when the select flag S is not 0 (NO), the control valve V ₅ is turned off and the control valve V ₆ is turned on to switch the auxiliary transmission 3a to the economy mode (E) contrary to the above case. (step _S 18). Thereafter moves to operation of step S ₁₇ (C ← 0), and controls the clutch disengagement direction.

Next, the control operation of the clutch 2 which is the center of the present invention will be described with reference to FIG. The control of this clutch has three types of controlled operations: (1) connection, (2) hold, and (3) disconnection. Each connection speed in the case of (1) connection and (2) disconnection , The disconnection speed is controlled to three speeds by predetermined factors, and the clutch disconnection factor is
(1) Shift of sub transmission 3a, (2) Shift of main transmission 3b, (3)
The feature is that it is during braking, and the following description will be made on the premise of these things.

First, after starting the control operation, it is first determined whether or not the above-mentioned clutch flag C (see FIG. 3) is C = 0 (disconnection required) (step S ₁ ). And C =
0, that is, the shift mode of the auxiliary transmission 3a is the power mode (P)
If not, it is necessary to disengage the clutch, and then the clutch disengagement switch 16 is turned on and off.
The F state is read (step S ₂ ), and the ON state (actual disconnection state) is determined (confirmed) (step S ₃ ).
Then, when the clutch disconnection switch 16 is ON (YES), a flag J to be described later for setting a high-speed connection time when it is necessary to unconditionally forcibly connect the clutch 2
(Step S ₄ ) and the air control valve V ₁
OFF, V ₄ ON, and vacuum control valve V ₁ OF
F and V ₄ are turned on, and both vacuum control valves V ₂ and V ₃ are turned off to keep the clutch 2 in the connected state within a predetermined time (step S ₅ ). On the other hand, in step S _3, in a case clutch disconnect switch 16 is not ON (NO), performs a set of later-described flag E to set the cutting speed of the clutch 2 (step S _6), is then set The value of the flag E is 3 such as E = 0, E = 1, and E = 2.
To determine which of the seeds (step S _7). When E = 0 (R, N, 1st speed), the air control valves V ₁ and V ₄ are turned off, and the vacuum control valve V ₂ is turned on.
The FF and V ₃ are turned on to disconnect the clutch 2 at low speed (S) (step S ₈ ). When E = 1 (2,3
Speed), the air control valve V ₁ is turned off, V ₄ is turned on,
The vacuum control valve V ₂ is turned on and V ₃ is turned off to disconnect the clutch 2 at the medium / speed of the disengagement speed (M) (step S
₉ ). Furthermore, in the case of E = 2 (in the case of fourth and fifth speeds),
Both the air control valves V ₁ and V ₄ are turned off and the vacuum control valves V ₂ and V ₃ are both turned on to disconnect the clutch 2 at a high disconnection speed (F) (step S ₁₀ ). In this way, the clutch is disengaged at a speed corresponding to the shift position of the main transmission so that the high speed side becomes faster than the low speed side.

On the other hand, the clutch flag C at step _{S 1} described above
If NO but non-zero (disconnected state), followed by reading of the main variable shifting state of the position switch 29 of the main transmission 3b (step S ₁₁₎ is carried out for the main transmission 3b shift position neutral state of (N) Turning to it has determined whether or not a (step S _12). As a result, when the shift position of the main transmission 3b is in Neutral state (N) (YES), if and as it proceeds to the operation of step S ₂ described above as a clutch disengagement necessary above and also step S ₃ ~ performs a control operation of the S _10.

On the other hand, if it is not a neutral state (N) (N0), further main reads the output state of the variable knob switch 27 (step S _13), then it is determined that ON, the OFF state (operation state) (Step S ₁₄ ). Then, Omohen knob switch 27 is ON, i.e. mainly when the shift lever 26 of the transmission 3b is operated in the (YES), also the clutch disengagement necessary is with determining the clutch in step S ₂ to S ₁₀ described above Move to disconnection control operation. Contrary to this, when the main variable knob switch 27 is OFF, that is, when the shift lever 26 is in the non-operating state (NO), the rotation speed of the output shaft of the clutch 2 is next detected in order to detect the deceleration of the vehicle. Load the nc (step _{S 15),} further calculates the negative rotational acceleration dNc / dt (step _S 16).

Then, the rotation speed Nc (or engine speed Ne) of the clutch output shaft is added to the calculation data K ₁ × dNc / dt to obtain the clutch disengagement rotation speed (N _L = K ₁ × dNc / dt + Nc), and On the other hand, the idle speed N ₁ of the engine is set as the set reference speed for clutch disengagement, and both are compared (step S ₁₇ ). As a result, when the clutch disengagement rotation speed N _L is higher than the idle rotation speed N ₁ (YES), whether or not the above-mentioned clutch compulsory high-speed connection set time displayed as the flag J is 0 based on the data state. Is determined (step S ₁₈ ). As a result, if J = 0 (YES)
The, the setting of the later-described flag B for determining the connection or hold the clutch (step S ₁₉₎ is performed, followed by further determines whether the value of the set flag B is 0 (step ₂₀ ). Then, in the case of B = 0, after setting a flag D, which will be described later, which determines the connection speed on the assumption that the clutch is connected (step S ₂₁ ),
Determination of the data value of the flag D (steps _{S 22)} performed. As a result, when D = 0, the air control valve V ₁ ,
The V ₄ OFF, perform clutch engagement at low speed connection speed vacuum control valve _V 2, _{V 3} in the OFF (S) (step _S 23). When D = 1, both the air control valves V ₁ and V ₄ are turned on, the vacuum control valves V ₂ and V ₃ are both turned off, and the clutch is connected at a medium speed of the connection speed (M) ( step _S 24). Further, when D = 2, the air control valve V ₁ is turned on, V ₄ is turned off, and the vacuum control valves V ₂ and V ₃ are both turned off to connect the clutch at a high connection speed (F). Is performed (step S ₂₅ ).

On the other hand, in step S _17, in the case of small (NO) than the clutch disengagement rotational speed N _L is set reference rotational speed N ₁ is
First read the output state of the above-described accelerator switch 19 (step _{S 26),} it is determined that the ON state (that is constant over the throttle opening) (step _{S 27).}
As a result, ON when (YES), admitted that the clutch cutting unnecessary shifts to the operation of step S _18, the other OFF (NO)
In this case, it is determined that the clutch needs to be disengaged, and the operation proceeds to step S ₂ described above.

Further, in step _{S 18,} if not J = 0
For (No), the operation directly proceeds to the setting operation of the flag D (step S ₂₁ ) without setting the flag B.

Also, if not B = 0 in step _{S 20} (N
In (O), since it is in the connected state, the holding operation (step S ₅ ) is directly performed.

The control operation in step S _15, S ₁₆ can also be carried out by calculating the rate of change dNe / dt of the engine rotational speed Ne based on the data loading and engine speed Ne.

As a result of the control operations in steps S ₁₅ and S ₁₆ described above, in the case of the present invention, as shown in FIGS. 11 (A) and 11 (B), FIG.
Compared to the case of the conventional example shown in (A) and (B), after all, the clutch disengagement speed can be increased during sudden braking with a high deceleration of the vehicle, while the clutch disengagement speed can be increased during slow braking with a small deceleration. Can be reduced to a low vehicle speed near the idle region.

Next, the setting operation of each of the above flags B, D, E, and J will be described.

First, FIG. 5 is a flow chart showing the setting operation of the flag B for judging whether the clutch is engaged or held when starting or shifting.

First, after starting the control operation, first the engine speed Ne and then the clutch output shaft speed Nc are sequentially read (steps S _{1 to} S ₂ ), and both speeds Ne and Nc are compared with Ne as a reference ( step _S 3). As a result, when the number of revolutions Nc of the clutch output shaft is larger than the number of revolutions Ne of the engine (decrease) (NO), the number of revolutions flag G indicating that state is set to 0 (step S ₄ After that, the offset flag H that determines the offset amount for the increase or decrease of the engine speed is temporarily set to 0 (step S ₅ ). On the other hand, when the clutch output shaft rotation speed Nc is smaller than the engine rotation speed Ne when the vehicle is starting or in other cases, when the output shaft rotation speed Nc is small, when the vehicle is starting or in other gear shifting (up) (YES) First sets the rotation speed flag G to FF (step S ₆ ), and then shifts to step S ₅ .

Next, the output (ON, OFF) of the vehicle speed switch 31 is read (step S ₇ ), and the vehicle speed switch 31 is turned on or off.
FF state is determined (Step _S 8). When the vehicle speed switch 31 is ON (YES), it is determined that the vehicle speed is higher than a predetermined value, the value (differential value) of the offset flag H is set to α ₁ (step S ₉ ), and then the main transmission 3b is operated. the shift position is read based on the output of the main variable position switch 29 (step S _10). On the other hand, vehicle speed switch 31
There when OFF (NO), proceeds to step S ₁₀ without performing the set of values of the offset flag H.

Then, followed by main transmission 3b (that is 3-5 speed) shift position of the determination (step S _11), in the case of high-speed gear is YES, the value of the offset flag H H + alpha ₂
Set moved after (step S ₁₂₎ and to the operation of step S _13, without performing a set of offset flag H in the case of other NO, it advances to step S _13.

In step _{S 13,} the engine speed detecting means 15
The change rate of the detected value Ne of the
Calculate dNe / dt. Then, based on the calculated data, the rotation speed flag G = 0 is determined (step S ₁₄ ), and when G = 0 (YES), the value of the offset flag H is directly changed to the value of H + dNe / dt ( set to a large value) only increase the variation of the rotational speed (step S _15).

On the other hand, if G = 0 (NO), the offset flag H
First set to -H (rotational speed reduction) (switch S ₁₆ )
After that, the value is further set to H + dNe / dt. Thus, the clutch disengagement rotation speed can be set so as to increase corresponding to the negative change rate of the engine rotation speed.

Next, it is determined whether the value of the offset flag H is smaller than 0 (step S _17). As a result, YE
0 flags I in the case of S is indicating the rotation speed of the increase or decrease after the offset flags B for connection or hold judgment after setting the (still elevated offset) (Step S ₁₈₎ of the GI Exclusive The OR logical value is set (step S ₂₀ ). On the other hand, in the case of NO where H <0 (when the offset is still reduced), the flag I is set to F.
After setting to F (step S ₁₉ ), the above step S
Move on to operation ₂₀ .

In this way, when G = 0, that is, the engine speed Ne is higher than the clutch output shaft speed Nc and I = 0, that is, when the engine speed Ne is still rising, the clutch is engaged, and in the case of inverse (decrease) can be obtained an operation of the FIG. 4 step S ₂₀ to be held.

Next, the setting operation of the flag D will be described with reference to FIG.

In this operation, it is premised on the setting operation of the flag J in FIG. 4 (the clutch is immediately connected for a certain period of time).
After starting the control operation, first, J = 0 is determined (step S ₁ ), and in the case of NO, unconditionally set D = 2 (maximum connection speed F) (step S ₂ ).

On the other hand, if J = 0, YES, D is set to 0 (minimum connection speed S) (step S ₃ ).

Then, then calculates the rate of change dNe / dt of the engine rotational speed (Step S _4), and determines whether or not larger than the rate of change dNe / dt is certain set value beta (Step S ₅₎ . As a result, in the case of YES, the value of the flag D is set to D + 1 (step S ₆ ), and in the case of NO, the process directly proceeds to the next step S ₇ to read the output of the vehicle speed switch 31 ( step _S 7), then the vehicle speed is a predetermined value (1
5~20Km / h) or more (determined whether or not ON) the (OFF) (step S _8).

As a result, in the case of YES (ON), the value of the flag D is further set to D + 1 (step S ₉ ), and in the case of NO (OFF), the process directly proceeds to the next step S ₁₀ and is executed. The output of the variable position switch 29 is read.

Next, the shift position of the main transmission 3b from the data to determine whether the 3-5 speed (high speed stage) (Step S _11). As a result, in the case of YES (3-5th speed),
The value of the flag D is further set to D + 1 (step S
₁₂ ) on the other hand, in the case of NO (R, N, 1st and 2nd speed), the previous flag value is maintained as it is and the next step S
₁₃ is entered.

In step _{S 13,} the engine speed detecting means 15
The engine rotation speed Ne detected by the above and the clutch output shaft rotation speed Nc detected by the clutch output shaft rotation speed detecting means 17 are read respectively, and in the next step S ₁₄ , the magnitudes of the both are compared to determine the engine rotation speed Ne. Is upshifted or downshifted depending on whether or not is higher than the rotational speed Nc of the clutch output shaft, and YES (Ne> N
In the case of c) (shift up), the flag D is further set to D + 1, while in the case of NO (Ne <Nc) (shift down), the previous flag value is maintained and the flag D is set. To finish. In the operation of setting the flag D, the magnitude relationship between the engine speed Ne and the clutch output shaft speed Nc is compared with each other as described above, and the shift state (shift up or shift down) of the transmission is determined based on the result. It Accordingly, the clutch connection speed is controlled to be high in the case of upshifting and slow in the case of downshifting.

Therefore, when shifting up, the half-clutch state is shortened as much as possible to prevent engine blow-up and clutch seizure, while on the other hand, when shifting down, the half-clutch state is lengthened as much as possible to prevent shock due to a sudden decrease in vehicle speed. Act as you do.

Next, the setting operation of the flag E (clutch disengagement speed) will be described.

When the control operation is started, first, the output from the above-mentioned main variable position switch 29 is read (switch S ₁ ), and from that output, the shift position of the main transmission 3b is determined to be in the 4th or 5th speed of the high speed stage. or not is determined (step _S 2). Then, YES is when (if 4, 5 speed), sets the value of the flag E 2 (cutting speed F) (step _{S 3),} (if not 4-5 speed) while NO
Furthermore the shift position is determined whether a 2-third speed when the (step S _4). As a result, YE
In the case of S (for 2nd and 3rd speed), the value of the flag E is set to 1
(Cutting speed M) is set (step S ₅ ). On the other hand, N
In the case of O (when not in the 2nd to 5th speed), the value of the flag E is set to 0 (cutting speed S). In this way, the clutch disengagement speed is set according to the shift position of the main transmission 3b, and the higher speed stage (1st speed → 2 / 3rd speed → 4.5th speed)
The clutch is controlled so that the disengagement speed becomes faster.

Next, the setting operation of the club J (high-speed connection time after clutch disengagement) will be described with reference to FIG.

After starting the control operation, first, the flag J is set to a constant value α ₃ (step S ₁ ). Then, the vehicle speed switch 3
Load the first output (Step _S 2), determines the ON state (ON, for example 15-20 km / h or higher), YES (O
In the case of N), the value of the flag J is larger than the constant value α ₃ by α _{4 by a} value J + α ₄ depending on the vehicle speed.
After setting (step S ₄ ) to NO, and if NO (OFF), the process directly proceeds to step S ₅ and the output of the accelerator switch 19 is read. Then, then the accelerator switch 19 to determine when is ON (step _{S 6).} When the accelerator switch 19 is ON, that is, when the accelerator pedal is depressed by a predetermined amount or more (YES),
After set (Step _{S 7)} further alpha ₅ only large value the flag _{J (J + α 5 = α} 3 + α 4 + α 5) accordingly, also the accelerator switch 19 is OFF (O
The process directly proceeds to the operation of the next step S ₈ in the case of N).

In step S _8, it reads the output of the main variable position switch 25 corresponding to the shift position of the main transmission 3b,
The shift position is determined to be in one of 3 to 5 speeds based thereon (step S _9). As a result, in the case of YES (3rd to 5th speed), the value of the flag J is increased by α ₆ accordingly (J + α ₆ = α ₃ +).
α ₄ + α ₅ + α ₆ ) (step S ₁₀ ). On the other hand, in the case of NO (1st to 2nd speed), the value before that is J + α
₅ is maintained and the setting operation of the flag J is completed.

That is, the time (forced connection time) when the clutch is disengaged and then re-engaged in the high speed state by the above control operation is sequentially weighted according to the three conditions of the vehicle speed, the accelerator amount, and the shift position of the main transmission. To be done.

On the other hand, in the setting operation of this flag J, the ninth operation
An interrupt is applied by the service routine shown in the figure. In this interruption, first, it is judged whether or not the value of the above-mentioned flag J is J = 0 (step S ₁ ), and if J = 0 (YES), it is unconditionally performed without decrementing the flag value. If the interrupt control is ended on the other hand and J ≠ 0 (NO), the value of the flag J is set to J
Decremented to -1 (step S _2), and ends the interruptions controlling the forced connection time after the shortened predetermined time. The interruptions control is performed at a constant cycle time, the flag J is decrement repeat step S ₂ until as long as J = 0 not J = 0 is performed, thereby forcing the connection time of the final clutch Is set. In other words, since the interruption has a decrement value of 1, J = 0 does not occur unless it is decremented by the number of times (cycle time) equal to the final setting value of the flag J, so that the connection setting time is eventually the value of the flag J. Will be determined by

(Effects of the Invention) As described above, the present invention provides an actuator for intermittently operating a clutch provided between an output shaft of an engine and an input shaft of a transmission, and a rotation speed of the output shaft of the engine. A rotational speed detecting means for detecting one of the rotational speeds of the output shaft of the clutch; a rotational speed change rate detecting means for detecting a rotational speed change rate detected by the rotational speed detecting means; The clutch disengagement target rotational speed is set by both detection signals from the rotational speed detecting means and the rotational speed change rate detecting means to increase the negative value of the rotational speed change rate detected by the rotational speed change rate detecting means. Accordingly, an actuator control means for outputting a control signal for increasing the clutch disengagement target rotational speed to the actuator is provided.

Therefore, according to the present invention, based on the rotational speed of the engine output shaft or the clutch output shaft and the rate of change thereof to the negative side, the rotational region level and the deceleration degree from the rotational region level are determined, and the target disengagement rotational speed of the clutch is determined to be the same. The target clutch speed is controlled so that the clutch disengagement target speed becomes higher as the deceleration is higher, and the clutch disengagement target speed becomes higher. In the opposite case, it is controlled to be low. Therefore, at the time of sudden braking from the high engine speed range, the clutch is quickly disengaged from the state of the same high engine speed to prevent engine stall, while at the time of gentle braking, the engine braking effect can be sufficiently exerted even in the low vehicle speed state of the idle region. it can.

[Brief description of drawings]

FIG. 1 is a schematic view of the entire system of a vehicle clutch control device according to an embodiment of the present invention, FIG. 2 is a flow chart showing the basic control operation of the above embodiment, and FIG. 3 is an auxiliary shift of the above embodiment. Flow chart showing the shift control operation of the machine,
FIG. 4 is a flow chart showing the clutch control operation in the above embodiment, FIGS. 5 to 9 are flow charts showing the setting operation of each flag in the clutch control operation of FIG. 4, FIG. 10 (A) and (B). ) Is a graph showing the relationship between the clutch stroke and the engine and clutch output shaft rotational speed during slow braking and during rapid braking in the conventional vehicle clutch control device, and FIGS. 11A and 11B show the present invention. 11 is a graph similar to FIG. 10 in the vehicle clutch control device. 1 …… Engine 1a …… Engine output shaft 2 …… Clutch 3 …… Transmission 3a …… Sub transmission 3b …… Main transmission 5 …… First actuator 7 …… Controller 26 …… Shift lever 29 …… The main variable position switch (shift position detecting means) _V 1, _{V 4} ...... air control valves _{V 2,} V ₃ ...... vacuum control valve

Claims (1)

[Claims] 1. An actuator for intermittently operating a clutch provided between an output shaft of an engine and an input shaft of a transmission, and either the rotational speed of the output shaft of the engine or the rotational speed of the output shaft of the clutch. Rotational speed detection means for detecting one rotational speed, rotational speed change rate detection means for detecting the rotational speed change rate detected by the rotational speed detection means, the rotational speed detection means and the rotational speed change rate detection A clutch disengagement target rotational speed is set by both detection signals from the means, and the clutch disengagement target rotational speed is increased in accordance with an increase in the negative value of the rotational speed change rate detected by the rotational speed change rate detecting means. A clutch control device for an automobile, comprising: an actuator control means for outputting a control signal to the actuator.