JPH0725283B2 - Clutch control device - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch control device, and more particularly to improvement of start control thereof.

(Prior Art) In an automatic transmission system of a vehicle, switching operation of a transmission and ON / OFF operation of a clutch are automatically performed. In this system, the clutch control device that sends a control signal to the clutch drive device that turns the clutch ON and OFF changes the rotational torque of the engine while controlling the feed speed to the ON side of the clutch when starting, etc. The vehicle is smoothly started by transmitting it to the input shaft of the machine.

By the way, it is difficult to optimally control the clutch feed speed due to the influence of temperature on the clutch, etc. There is a case where a load is applied to the engine, a phenomenon in which the engine rotational speed decreases below the rotational speed corresponding to the operating state, a so-called engine loss phenomenon occurs, and in the worst case, the engine may stop.

Therefore, as disclosed in Japanese Examined Patent Publication No. 62-47742, by stopping the clutch feed when the engine loss occurs and restarting the clutch feed when the engine loss condition is resolved, the above-mentioned inconveniences such as engine stop are caused. Clutch control devices have been developed that can be prevented.

(Problems to be Solved by the Invention) However, in the clutch control device of the above publication, when the clutch feed is restarted, the clutch speed corresponding to the operating state (in this case, the depression amount of the access pedal) is suddenly set. The clutch feed speed changes rapidly, which has the drawback of giving shock to the power transmission system and the vehicle body.

(Means for Solving Problems) The present invention has been made to solve the above problems,
The gist is (a) an engine loss determination unit that determines whether or not an engine loss phenomenon occurs in which the engine speed decreases below the speed corresponding to the operating state during the ON-side feed of the clutch, and ( (B) A first feed speed calculation unit that calculates the clutch feed speed corresponding to the operating condition, and (c) a clutch feed stop control unit that stops the clutch feed when the engine loss determination signal is output from the engine loss determination unit. (D) When the output of the engine loss determination signal from the engine loss determination unit is stopped after the clutch feed is stopped, the time elapses from the initial feed speed lower than the clutch feed speed obtained by the first feed speed calculation unit. The second feed speed calculation unit that calculates the clutch feed speed that causes the clutch feed speed to increase and (e) the clutch feed speed from the second feed speed calculation unit The match determining unit that determines whether or not the feed speed is equal to or higher than the feed speed from the first feed speed calculation unit, and (f) the engine loss determination unit outputs the engine loss determination signal from the first feed speed calculation unit. Select the clutch feed speed and perform clutch feed based on this feed speed.
When the output of the engine loss determination signal is stopped, the clutch feed speed from the second feed speed calculation unit is selected, and the clutch feed is restarted based on this feed speed. When it is determined that the clutch feed speed of is equal to or higher than the feed speed from the first feed speed calculation unit, the clutch feed speed from the first feed speed calculation unit is selected and the clutch feed speed is determined based on this feed speed. A clutch control device including a selecting unit.

(Operation) In the operation of sending the clutch to the ON side, when the engine loss determination signal is not output from the engine loss determination section, the clutch feed is performed at the feed rate calculated by the first feed rate calculation section corresponding to the operating state. Control.

When the engine loss determination signal is output from the engine loss determination unit, the clutch feed is stopped by the operation of the clutch feed stop control unit. This can prevent the inconvenience of stopping the engine.

When the engine loss is resolved and the output of the engine loss determination signal from the engine loss determination section is stopped, the clutch feed is restarted. At this time, the clutch feed is controlled at the feed rate calculated by the second feed rate calculation section. To do. The second feed speed calculation unit calculates the clutch feed speed so that the clutch feed speed increases from the initial feed speed lower than the clutch feed speed obtained by the first feed speed calculation unit when the clutch feed is restarted. When the clutch feeding is restarted, it is possible to prevent a sudden change in the clutch speed and prevent a shock from occurring in the power transmission system and the vehicle body.

When the feed rate calculated by the second feed rate calculation section matches the feed rate calculated by the first feed rate calculation section, the clutch is again fed at a feed rate suitable for the operating state from the first feed rate calculation section. Control feeding. Therefore, it is possible to prevent the clutch feed speed from exceeding the speed commensurate with the operating state,
Stable clutch feed can be performed.

(Embodiment) An embodiment of the present invention will be described below with reference to the drawings from FIG. 1 to FIG. In the vehicle operation control system of FIG. 2, reference numeral 1 indicates a diesel engine, and an output shaft 1a of this engine 1 is connected to an input shaft 3a of a transmission 3 via a clutch 2. The output shaft 3b of the transmission 3 is connected to the axle 4. Engine 1 output shaft 1a speed NE
Is detected by the rotation sensor 5. Input shaft 3a of transmission 3
The rotation speed NT of is detected by another rotation sensor 6. Further, the rotation speed of the output shaft 3b of the transmission 3, that is, the vehicle speed SP is detected by the vehicle speed sensor 7.

Fuel is injected from the fuel injection pump 8 into the engine 1. The fuel injection amount is controlled by the governor 9, and the governor 9 operates by receiving the governor control signal GV from the combustion control device 10.

The clutch 2 is turned on and off by the clutch drive device 20. The clutch drive device 20 includes a clutch control device 30.
It operates by receiving the clutch control signals CLon and CLoff from.

The transmission 3 is controlled by a transmission control device (not shown), but since it is not the gist of the present invention, its explanation is omitted.

Further, an accelerator sensor 71 provided on the accelerator 70 outputs an accelerator operation amount signal ACC. The selector signal SE is output from the selector position detector 73 of the selector 72. From the gear position sensor 75 of the transmission 3, the gear position signal GP
Is output. Further, a clutch position signal is output from the clutch position detector 76 based on the signal from the clutch sensor 77.
CLp is output.

Then, the combustion control device 10 is provided with an engine speed signal NE,
An accelerator operation amount signal ACC, a start signal ST described later from the clutch control device 30, and a target engine speed signal NEt are input.

The clutch control device 30 includes an accelerator operation amount signal ACC, an engine rotation speed signal NE, a rotation speed signal NT of the input shaft 3a of the transmission 3,
The selector signal SE, the clutch position signal CLp, the vehicle speed signal SP, and the gear position signal GP are input.

As shown in FIG. 3, the combustion control device 10 includes a first fuel injection amount calculation unit 11, a second fuel injection amount calculation unit 12, and a selection switch 13.
It has and. The first fuel injection amount calculation unit 11 calculates a target fuel injection amount based on the limit speed characteristic. Here, the limit speed characteristic is adopted during normal traveling, etc., and the fluctuation of the fuel injection amount corresponding to the fluctuation of the engine speed is small. Second fuel injection amount calculation unit
Reference numeral 12 calculates a target fuel injection amount based on the all speed characteristic. Here, the all-speed characteristic is adopted at the time of starting, and the fluctuation of the fuel injection amount corresponding to the fluctuation of the engine speed is large. Select switch 13 above
When the start signal ST is not received from the clutch control device 30, a signal based on the calculation result from the first fuel injection amount calculation unit 11 is selected and sent to the governor 9 as the governor control signal GV, and when the start signal ST is received. , A signal from the second fuel injection amount calculation unit 12 is selected.

As shown in FIG. 4, the clutch 2 is capable of transmitting rotation to the flywheel 2a fixed to the output shaft 1a of the engine 1, the clutch cover 2b fixed to the flywheel 2a, and the clutch cover 2b. A pressure plate 2c that is movably supported in the axial direction, a clutch disc 2d that is movably supported in the axial direction with respect to the input shaft 3a of the transmission 3, and a peripheral edge of the clutch cover 2b (not shown in detail). A diaphragm spring 2e for supporting the vicinity of the portion and engaging the peripheral edge with the pressure plate 2c, forcing the pressure plate 2c to the left in the figure to press the clutch disc 2d against the flywheel 2a to turn on the clutch 2 And is supported by the input shaft 3a so as to be movable in the axial direction,
It has a release bearing 2f that separates the pressure plate 2c from the clutch disc 2d and turns off the clutch 2 when the central portion of the diaphragm spring 2e is pushed leftward.

The clutch drive device 20 has an actuator 21 composed of an air cylinder. Rod of this actuator 21
21a is a release bearing 2 via a release fork 22.
It is linked to f. A normally closed OFF solenoid valve 23 and ON solenoid valve 24 are connected to the pressure chamber 21b of the actuator 21. The OFF solenoid valve 23 is for supplying the high pressure air sent by the pump 25 and stored in the accumulator 26 to the pressure chamber 21b, and the ON solenoid valve 24 is for the pressure chamber 21b.
To open the atmosphere to the atmosphere. When high pressure air is supplied to the pressure chamber 21b, the rod 21a of the actuator 21 moves to the right, and the release fork 22 rotates clockwise accordingly and pushes the release bearing 2f to the left. Turns off. Also, pressure chamber 2
When 1b is opened to the atmosphere, the rod 21a moves leftward, the release fork 22 rotates counterclockwise, and the release bearing 2f retracts rightward, so that the clutch 2 is turned on. The drive circuits for the solenoid valves 23, 24 receive the clutch control signal CLo from the clutch control device 30 described above.
n, CLoff is sent.

A detection rod 21d is attached to the piston 21c of the actuator 21, and the clutch sensor 77 detects the movement of the detection rod 21d. This detection signal includes information about the moving stroke of the release bearing 2f, in other words, information on the clutch position. In addition, in FIG.
The rotation sensors 5 and 6 and the vehicle speed sensor 7 described above are shown.

FIG. 1 shows a clutch control device 30. This clutch control device 30 starts the start signal when the start condition is satisfied.
It has an AND circuit 31 for outputting ST. This add circuit
Information regarding five starting conditions is input to 31. That is, in the clutch ON determination unit 32 that receives the clutch position signal CLp, an H level signal is output when the clutch 2 is completely ON, and this signal is sent to the inverter 33 where it is inverted and input to the AND circuit 31. . The vehicle speed discriminating unit 34 outputs an H level signal when the vehicle speed SP from the vehicle speed sensor 7 is less than a predetermined vehicle speed (several kilometers per hour). Gear position discriminator
In 35, when the gear position GP from the gear sensor 75 is in any one of the first speed, the second speed, and the reverse, that is, when it is in the low speed gear position, an H level signal is output. The accelerator operation amount discriminating section 36 receives the accelerator operation amount ACC and outputs an H level signal when the accelerator operation amount ACC exceeds a predetermined accelerator operation amount (for example, 5%). The slip rate determination unit 37 outputs an H level signal when the actual slip rate is not zero.

Therefore, when the clutch 2 is not completely ON in the AND circuit 31, the vehicle speed is less than the predetermined vehicle speed, the gear position is the low speed gear position, the operation amount of the accelerator 70 is more than the predetermined amount, and the slip ratio is not zero, The start signal ST is output assuming that the start condition is satisfied.

The start signal ST from the AND circuit 31 is sent to the combustion control device 10 and the normally open switch 39 is closed as described above. The switch 39 controls the output of the clutch control signal CLon for starting the vehicle.

The clutch control signal CLon is composed of a signal selected by the selection switch 40, out of the control signal from the first feed speed calculation unit 41 and the control signal from the second feed speed calculation unit 42.

The first feed speed calculation unit 41 receives the clutch position signal CLp and determines the clutch OFF position, the initial position and the final position of the half clutch, and the clutch ON position, and from the OFF position to the initial position of the half clutch, During the period from the final position to the ON position, the control signal maintained at the H level is output to enable high speed feeding of the clutch 2 (solid line in FIG. 5).
See A, C).

Further, the first feed speed calculation unit 41 outputs a duty-controlled pulse from the initial position to the final position of the half clutch (see the solid line B in FIG. 5). That is, the target slip ratio calculated by the target slip ratio calculator 43 and the actual slip ratio calculator
Based on the deviation from the actual slip ratio calculated in 44, for example,
PI control is executed to calculate the clutch feed speed, and a pulse having a duty ratio corresponding to this feed speed is output as a control signal.

It should be noted that the target slip rate calculation unit 43 has the accelerator operation amount
ACC is input and the map corresponding to this accelerator operation amount is selected. This map shows the relationship between the time and the target slip ratio.The initial position of the half-clutch is detected from the clutch position CLp, and the elapsed time is calculated from the clock signal from the time when this initial position is reached. The target slip rate is calculated by substituting time in the map. Further, the actual slip ratio calculation unit 44 calculates the actual slip ratio from the rotation speed NE of the engine 1 and the rotation speed NT of the input shaft 3a of the transmission 3.

The accelerator operation amount signal ACC is also sent to the feed speed upper limit setting unit 45. The feed speed upper limit setting unit 45 sets the upper limit of the clutch feed speed from the accelerator operation amount ACC and sends the information to the first feed speed calculation unit 41. Therefore, although the first feed speed calculation unit 41 calculates the clutch feed speed from the target slip ratio and the actual slip ratio as described above, it is restricted by this upper limit value.

The second feed rate calculation unit 42 counts the clock signal and outputs a pulse having a duty ratio proportional to the count value. Since the duty ratio is substantially proportional to the clutch feed speed, the second feed speed calculation unit 42
Then, it means that the clutch feed speed is calculated. The second feed speed calculation unit 42 has a clear terminal CLEAR, and when the clear terminal CLEAR receives an engine loss determination signal, which will be described later, resets the count value to zero and sets the output to the L level.

The selection switch 40 normally selects the control signal from the first feed speed calculation unit 41. However, when the H level signal is received from the Q terminal of the flip-flop 48, the second feed speed calculation unit 42 outputs the control signal. Select control signal. The flip prop 48 receives the discrimination signal from the engine loss discrimination unit 49 at the set terminal and the discrimination signal from the coincidence determination unit 50 at the reset terminal.

The engine loss determination unit 49 compares the target engine speed NEt from the target engine speed calculation unit 51 with the actually detected engine speed NE to determine the actual engine speed NE.
When NE is equal to or higher than a predetermined value and lower than the target engine speed NEt, an H level engine loss determination signal is output. This engine loss determination signal is sent to the set terminal of the flip-flop 43 and also to the clear terminal CLEAR of the second feed speed calculation unit 42.

The target engine speed calculator 51 calculates the target engine speed corresponding to the accelerator operation amount signal ACC,
This target engine speed signal NEt is sent to the combustion control device 10 and also to the engine loss determination section 49.

In the coincidence determination unit 50, the duty-controlled pulse from the first feed speed calculation unit 41 and the duty-ratio controlled pulse from the second feed speed calculation unit 42 are compared, and the duty ratio of both pulses is determined. When they are equal, that is, both operation units 41 and 4
When the feed rates calculated in 2 are equal, an H level coincidence determination signal is output. It should be noted that the coincidence determination unit 50 assumes that the coincidence state cannot be detected due to noise or the like, and the feed speed from the second feed speed calculation unit 42 is the feed speed from the first feed speed calculation unit 41. Even when it exceeds, the H level coincidence determination signal is output.

Next, the control of the clutch 2 at the time of starting will be specifically described. When the start condition is satisfied, the output of the AND circuit 31 becomes H
When the level is reached and the switch 39 is closed, the control signal from the first feed speed calculation unit 41 is sent to the drive circuit of the ON solenoid valve 24 as the control signal CLon to the clutch ON side, and as described above, The clutch feed shown in the figure is executed. When the engine loss determination unit 49 determines that the engine is lost while the clutch is in the half-clutch state during the clutch feeding process,
The flip prop 48 is set and an H level signal is output from the output terminal Q, whereby the selection switch 40 is switched, and the second feed speed calculation unit 42 is connected to the drive circuit of the solenoid valve 24. However, in the second feed speed calculation unit 42, the output is cleared by being cleared by the engine loss determination signal.
Since the level is reached, the solenoid valve 24 is closed. As a result,
Since the feeding of the clutch 2 is stopped and the progress of the engine loss is stopped, the inconvenience of the engine 1 being stopped is prevented. As is clear from the above description, the flip-flop 48, the selection switch 40, and the second feed rate calculation unit 42.
The clear function of (1) constitutes the clutch feed stop control unit 60.

When the engine loss state is resolved, the signal from the engine loss determination section 49 becomes L level, so the second feed rate calculation section 42 starts counting the clock signals and sets the duty ratio proportional to this count value. Output pulse. This pulse becomes the clutch control signal CLon, and the clutch feed is restarted.

When restarting the clutch feed, the clutch feed speed increases from zero at a constant acceleration regardless of the operating state, so it is possible to prevent shocks in the power transmission system due to sudden changes in the feed speed, and to smoothly start the vehicle. Can be secured.

The feed speed of the clutch 2 increases as described above, but does not increase indefinitely. That is, the coincidence determination unit 50 compares the feed speed from the first feed speed calculation unit 41 and the feed speed from the second feed speed calculation unit 42, and resets the flip-flop 48 when the two match. , The selection switch 40 is switched, and the first feed rate calculation unit 41 is again activated.
It is possible to return to the normal clutch feed control by selecting the feed speed from No. 1, in other words, the feed speed suitable for the operating state.

The clutch control device 30 further controls the drive signals of the solenoid valves 23, 24 when the gear change of the transmission 3 is performed.
Although it has means (not shown) for outputting CLoff, its detailed description is omitted.

The combustion control device 10, the clutch control device 30, and the transmission control device of the above embodiment may be replaced by a microcomputer. In this case, as shown in FIG. 6, the control activated at a predetermined cycle is executed. More specifically, first, the vehicle speed SP is compared with a predetermined speed SPo (step 100), and if it is determined that SP ≧ SPo, it is determined that the starting condition is not satisfied, and the governor 9
Is controlled by the limit speed characteristic (Step 10
1) Further, traveling control is performed (step 102).

If it is determined in step 100 that SP <SPo, in the next step 103, it is determined whether or not the gear position corresponds to the low speed gear position. If not, the start condition is not satisfied. As a matter of course, the vehicle stop control (step 105) is executed.

When it is determined in step 103 that the gear position is the low speed gear position, the next step 104 compares the accelerator operation amount ACC with a predetermined accelerator operation amount ACCo, and if ACC ≦ ACCo,
Assuming that the start condition is not satisfied, the vehicle stop control is executed (step 105).

When it is determined in step 104 that ACC> ACCo, it is determined whether or not the clutch 2 is ON (step
106). If it is ON, the steps 101 and 102 described above are executed assuming that the start has been completed.

When it is determined in step 106 that the clutch 2 is not ON, it is determined whether the actual slip ratio is zero (step 10).
7). When it is zero, it is assumed that the start has ended, and the above-mentioned steps 101 and 102 are executed.

If it is determined in step 107 that the slip ratio is not zero, it is determined that all the starting conditions are satisfied, and step 10
8 Do the following. That is, the governor is controlled with all speed characteristics (step 108), then the target slip rate is calculated (step 109), the actual slip rate is calculated (step 110), and the clutch feed is calculated based on the deviation of both slip rates. The speed S _C is calculated (step 111).

Next, the target engine speed NEt is calculated (step 11
2) The difference ΔN between this target engine speed NEt and the actual engine speed NE is calculated (step 112), and it is determined whether or not this difference ΔN is greater than or equal to a predetermined value K. In the above cases, it is determined that the engine has been lost, and a flag indicating a state where the clutch feed control is not normal is set and (step 11
5) Stop the clutch feed (step 116).

When it is determined in step 114 that ΔN <K, that is, when the engine loss has not occurred or the engine loss state has been resolved, it is determined whether the flag is set (step 117). If the flag is not set, the clutch feed is executed at the clutch feed speed calculated in step 111 (step 11).
8).

If it is determined in step 117 that the flag is set, a calculation different from step 111 is performed to obtain the clutch feed speed S _C ′ (step 119). That is, the clutch feed speed is increased by increasing the clutch feed speed obtained in step 119 of the previous control flow by one step. Note that the first step
At 119, it goes up one step from zero. This step 1
At 19, the above-described calculation is performed, and the calculated clutch feed speed S _C ′ is executed in preference to the clutch feed speed S _C calculated at step 111.

Next, the clutch feed speed calculated in step 111,
The clutch feed speed calculated in step 119 is compared (step 120). If S _C ′ <S _C , the above step 1
Clutch feed is executed at the clutch feed speed S _C ′ calculated in 19 (step 118). If S _C ′ ≧ S _C ,
The flag is cleared, and the clutch feed speed S _C calculated in step 111 is executed in preference to the clutch feed speed S _C ′ calculated in step 119 (step 121). Therefore, when step 121 has passed, clutch feed is executed at the clutch feed speed S _C calculated in step 111 (step 11
8).

The present invention is not limited to the above-mentioned embodiment and various modes are possible. For example, in the second feed speed calculation unit, the feed speed at the moment when the clutch feed is stopped is input and stored from the first feed speed calculation unit, and is stored when the engine loss is resolved and the clutch feed is restarted. The clutch feed rate may be gradually increased from the determined feed rate. Even in this case,
Compared to restarting clutch feed at a rapid speed based on a large deviation between the target slip rate and the actual slip rate at the end of the clutch feed stop period, clutch feed can be restarted at a lower speed, so The object of the invention can be achieved. Alternatively, the clutch speed may be increased from a preset relatively low speed (greater than zero).

The engine loss determination unit may determine that the engine has been lost by decelerating the engine speed.

(Effects of the Invention) As described above, according to the present invention, by stopping the clutch feed when the engine loses, it is possible to prevent the engine from stopping at a sudden start or the like. Moreover, when the engine loss is resolved, the clutch feeding can be restarted from a speed lower than the speed corresponding to the driving state, and it is possible to prevent a shock from occurring in the power transmission system, the vehicle body, etc. A smooth start is possible.
Further, after the feed speed after restarting the clutch feed reaches the speed corresponding to the operating state, the clutch feed is performed by switching to the speed corresponding to the operating state, so that stable clutch feeding can be realized.

[Brief description of drawings]

1 to 5 show an embodiment of the present invention, FIG. 1 is a detailed circuit block diagram of a clutch control device, and FIG. 2 is a schematic diagram showing a vehicle operation control system. Circuit block diagram, FIG. 3 is a circuit block diagram of the combustion control device, FIG. 4 is a detailed diagram of the clutch and the clutch drive device, and FIG. 5 is a diagram showing the clutch feed stroke and time executed by the first feed speed calculation unit. It is a figure which shows a relationship. Further, FIG. 6 is a flow chart showing a control flow when a microcomputer is used. 1 ... Engine, 2 ... Clutch, 3 ... Transmission, 20 ...
… Clutch drive device, 30 …… Clutch control device, 40 ……
Feed rate selection section (selection switch), 41 ...... first feed rate calculation section, 42 ... second feed rate calculation section, 49 ... engine loss calculation section, 50 ... match determination section, 60 ... clutch feed stop Control unit.

Claims (1)

[Claims] 1. A clutch control device for sending a control signal to a clutch drive device for sending a clutch to an ON side and an OFF side, wherein: (a) the engine speed is in an operating state during the ON side feed operation of the clutch. An engine loss determination unit that determines whether or not an engine loss phenomenon that decreases from the corresponding number of revolutions has occurred, (b) a first feed rate calculation unit that calculates a clutch feed rate corresponding to an operating state, and (c) When the engine loss determination signal is output from the engine loss determination unit, the clutch feed stop control unit that stops the clutch feed, and (d) the output of the engine loss determination signal from the engine loss determination unit stops after the clutch feed is stopped. When
A second feed speed calculation unit for calculating the clutch feed speed so as to increase with time from an initial feed speed lower than the clutch feed speed obtained by the first feed speed calculation unit; and (e) the second feed speed described above. The coincidence determination unit that determines whether or not the clutch feed speed from the calculation unit is equal to or higher than the feed speed from the first feed speed calculation unit, and (f) until the engine loss determination signal is output from the engine loss determination unit. , The clutch feed speed from the first feed speed calculation unit is selected, clutch feed is performed based on this feed speed, and when the output of the engine loss determination signal is stopped, the clutch feed speed from the second feed speed calculation unit is set to Select to restart clutch feed based on this feed rate,
When the coincidence determination unit determines that the clutch feed speed from the second feed speed calculation unit is equal to or higher than the feed speed from the first feed speed calculation unit, the clutch feed speed from the first feed speed calculation unit is selected. A clutch control device comprising: a feed speed selection unit that performs clutch feed based on the lever feed speed.