JPH086766B2 - Control device for magnetic powder type electromagnetic clutch - Google Patents

Description

TECHNICAL FIELD The present invention relates to a controller for a magnetic powder type electromagnetic clutch (hereinafter referred to as a powder clutch) for a vehicle.

[Prior Art] As a control device for a powder clutch inserted between an engine and a drive wheel of a conventional vehicle, a transmission torque of the powder clutch at start is increased from ON · m in an idle state to achieve a target engagement completion rotation. A technique for controlling the engine torque so as to reach the engine torque by a number (hereinafter referred to as “meeting completion”) is disclosed (Japanese Patent Application No. 60-171665). That is, in this technique, the transmission torque TCL of the powder clutch is expressed as TCL = Te + k (Ne-N ^* ) (1) Te ... Engine torque Ne ... Engine speed k ... Feedback gain N ^* ... Target meat speed (1 ) Is controlled by the formula. That is, the transmission torque TCL of the powder clutch is calculated from the equation (1),
The excitation voltage VCL corresponding to the transmission torque TCL is calculated from FIG. 10 and applied to the powder clutch, so that TCL and Te become the same at the target meat rotation speed N ^* .
The powder clutch is met.

On the other hand, in the starting control device that determines the transmission torque of the powder clutch according to the engine speed, the characteristics at the time of starting change due to the change over time of the transmission torque of the powder clutch. Therefore, in this device, the change over time in the transmission torque of the powder clutch is detected from the stall speed of the powder clutch, that is, the speed at which the engine speed is constant for a predetermined time when the vehicle speed is zero and the accelerator is fully opened.
The control of the powder clutch is corrected based on the stall speed (Japanese Patent Laid-Open No. 60-164025).

[Problems to be Solved by the Invention] However, the transmission torque T of the powder clutch is
In the technique of controlling CL so as to attain the engine torque at the target meat rotational speed N ^* , as shown in FIG. 11, the clutch excitation voltage VCL-transmission torque TCL characteristic is indicated by the arrow from the solid line design value.
In the case of YA or a change in the direction of arrow YB, the transmission torque TCL may not be exactly 100% at the target meet rotation speed N ^* . That is, in the start control based on the equation (1), the required transmission torque CL required for the powder clutch is CL = e + k (Ne-N ^* ) (2) CL ... Required transmission torque e ... Estimated engine torque ) Is shown by a formula. Therefore, the transmission torque TCL of the powder clutch is the same as the required transmission torque CL, and the engine torque Te is the estimated engine torque e.
If the same is true, the starting control shown in the equation (1) is accurately executed and the powder clutch is met at the target meet rotation speed N ^* . By the way, in general, in an engine and a powder clutch system, In · = Te−TCL (3) In ... Engine inertia moment Te ... Engine torque e ... Engine speed change rate TCL ... Transmission torque (3) It has the characteristics shown by the formula. Therefore, from the above equations (2) and (3), when TCL = CL,
The engine speed Ne is Ie = -k (Ne-N ^* ) (4) t = ∞ → Ne = N ^{* As} shown by the equations (4) and (5), the meat rotation speed matches the target meat rotation speed N ^* . However, TCL ≠
In the case of CL, from the above formulas (2) and (3), Ie = Te- {e + k (Ne-N ^* )} = (Te-e) -k (Ne-N ^* )} (6) As shown in the equation (6), the term of the difference between Te and e is included in the meat rotation speed. Therefore, the meat rotation speed does not match the target meat rotation speed N ^* .

That is, there is a possibility that problems such as a start shock, a start delay, or a reduction in cutting accuracy may occur due to changes in the characteristics of the clutch. It is also possible to detect the change over time of the powder clutch from the stall rotation speed of the powder clutch when the vehicle is stopped, and correct the characteristics of FIG. 10 described above, but the stall rotation speed of the powder clutch is usually detected. There are problems that can not be done in the running state, durability of the powder clutch is reduced, and noise is generated.

Therefore, it is an object of the present invention to provide a controller for a magnetic powder type electromagnetic clutch that automatically compensates for the change over time of the powder clutch and the variation between products, and enables optimum control of the powder clutch at all times.

[Means for Solving Problems] As means for solving the above problems and achieving the object of the present invention, as shown in FIG. 1, rotation speed detecting means B for detecting the rotation speed of the engine A and Torque detection means C for detecting the output torque of the engine A, target engagement completion rotation speed command means E for instructing the target engagement completion rotation speed of the magnetic particle type electromagnetic clutch D, and detection by the rotation speed detection means B. Based on the detected value of the torque detection means C and the calculated value of the target rotation speed difference calculation means F, the target rotation speed difference calculation means F for calculating the difference between the value and the target engagement completion rotation speed. Clutch control means G for calculating the amount of excitation when the electronic clutch D is started
And an exciting means H for exciting the magnetic powder type electromagnetic clutch D on the basis of the amount of excitation calculated by the clutch control means G, and a magnetic powder type electromagnetic clutch control device comprising: An engagement completion rotation speed detecting means I for detecting a combined completion rotation speed, and an engagement rotation speed difference calculating means J for calculating an engagement rotation speed difference between the engagement completion rotation speed and the target engagement completion rotation speed. And a clutch excitation amount changing means K for changing the excitation amount calculated by the clutch control means G according to the engagement rotational speed difference. Adopt a configuration that does.

The torque detecting means C is, for example, a sensor that directly detects the output torque of the engine A, or is one that calculates based on the engine speed and the engine load.

The engagement completion rotation speed detection means I detects the rotation speed in the engagement completed (meat) state from the rotation speeds of the input side and the output side of the magnetic particle type electromagnetic clutch D, or the rotation speed of the engine A, for example. The rotational speed in the engagement completed state is detected based on the change state of.

The clutch excitation amount changing means K is for changing the excitation voltage or the excitation current of the magnetic powder type electromagnetic clutch D in a direction in which the difference in the engagement rotational speed decreases, for example.

[Operation] In the present invention, the target rotation speed difference calculation means F calculates the difference between the detection value of the rotation speed detection means B and the command value of the target engagement completion rotation speed command means E. Then, based on the calculated value and the detected value of the torque detecting means C, the clutch control means G calculates the amount of excitation when the magnetic powder type electromagnetic clutch D is started. On the other hand, the engagement rotation speed difference calculation means J calculates the engagement rotation speed difference between the command value of the target engagement completion rotation speed command means E and the detection value of the engagement completion rotation speed detection means I. Then, the clutch excitation amount changing means K changes the excitation amount of the magnetic powder type electromagnetic clutch D according to the calculated engagement rotation speed difference. Next, the excitation means H for exciting the magnetic powder type electromagnetic clutch D excites the magnetic powder type electromagnetic clutch D based on the changed excitation amount. As a result, for example, the excitation voltage VCL-transmission torque TCL characteristic changes over time in the direction of arrow YA or arrow YB as shown in FIG. Even if it changes, it is corrected to the state of the solid line which is the design value. That is, for example, when the characteristic changes in the arrow YB direction, the actual transmission torque TCL becomes lower than the required transmission torque CL, and the meat rotation speed becomes higher than the target meat rotation speed N ^* . That is, the above actual transmission torque
The difference ΔTCL between the CL and the required transmission torque TCL is calculated as follows: ΔTCL = TCLO + TCLBk (Ne−N ^* ) TCLO ... design value TCLB ... reduced value As shown in the equation (7), presume. Then, assuming that the value of ΔTCL obtained at the time of one start has a relation of ΔTCL / TCLO = constant in the entire use range, thereafter, the excitation voltage VCL, so that the transmission torque corresponding to the ΔTCL is increased, Alternatively, the exciting current ICL is increased to make the correction. With the above correction, the transmission torque TCL of the magnetic powder type electromagnetic clutch D is always accurately controlled to the target value. That is, according to the present invention, the starting shock is small, the starting speed is fast, and the durability is improved.

[Embodiment] An embodiment of the present invention is shown in FIGS.

FIG. 2 is a block diagram of this embodiment. In the figure, 1 is an engine, 2 is a powder clutch which is a magnetic powder type electromagnetic clutch, 3 is a continuously variable transmission (hereinafter referred to as CVT), and 4 is an electronic control unit.

The powder clutch 2 is connected to the output shaft 11 of the engine 1.
It is inserted between the input shaft 31 of CVT3. The powder clutch 2 has an excitation coil 21 and the like for engaging the powder clutch 2 housed in a housing 22.

The CVT 3 includes an input pulley 32, an output pulley 34 having an output shaft 33, and the like. In the input side pulley 32 and the output side pulley 34, the hydraulic chamber 3
5,36 are provided. And, in the hydraulic chambers 35 and 36,
The hydraulic pressure is supplied from the speed ratio control device 5 that controls the speed ratio of the CVT3. The speed ratio control device 5 includes an oil pump 52 for pumping the hydraulic oil in the oil tank 51, a pressure control valve 53 for controlling the hydraulic pressure of the hydraulic oil to be pumped, and a hydraulic pressure supplied to the hydraulic chamber 35. A flow rate control valve 54 and the like for controlling the flow rate are provided.

The electronic control unit 4 controls the powder clutch 2 and CVT3 based on the detection values from the sensors provided in the engine 1, the powder clutch 2, CVT3, the speed ratio control device 5, and the like. . That is, as the various detection values input to the electronic control unit 4, the throttle opening θ of the engine 1 detected by the throttle opening sensor 111, the engine water temperature TW detected by the water temperature sensor 112, and the engine speed sensor 113 are detected. The engine speed Ne, the housing temperature TC in the housing 22 detected by the clutch atmosphere temperature sensor 221, the rotation speed sensor 3 of the input side pulley 32
There are an input rotational speed Nin detected by 31, an output rotational speed Nout detected by a rotational speed sensor 332 of the output side pulley 34, a shift position Ct detected by a shift position sensor 661, and the like. On the other hand, the controlled objects of the electronic control unit 4 include the exciting coil 21 of the powder clutch 2, the pressure control valve 53 of the speed ratio control device 5, and the flow rate control valve 54. In the electronic control unit 4, the detected value is the pulse input unit 40a to 40c, the A / D converter 41a.
~ 41c, input to the input port 43 via the digital input unit 42. Then, based on the various detection values input to the input port 43, the ROM 4 which constitutes a well-known microcomputer
4, RAM45, CPU46, EEPROM47, common bus 48, etc. are RO
The control value of the powder clutch 2 and the CVT 3 is calculated based on the program stored in M44 and the control value is output to the output port 49a. The control value input to the output port 49a is applied to the powder clutch 2 and the speed ratio control device 5 via the solenoid valve drive units 49b and 49c and the excitation coil drive unit 49d. As a result, the control of the transmission torque of the powder clutch 2 of this embodiment and the speed ratio control of the CVT 3 are performed. In addition,
The speed ratio control of CVT3 is based on the output speed of CVT3 shown in Fig. 3.
Throttle opening θ determined according to Nout1 to Nout3
-It is performed based on the characteristic graph of the target engine speed Ne ^* .

Next, FIG. 4 shows a sectional view of the powder clutch 2.

In the figure, 201 is a drive shaft connected to the shaft end of the output shaft 11 of the engine 1, a flywheel 203 is attached to the drive shaft 201 via a bolt 202, and a first connection is made via a bolt (not shown). The main body 205 is attached. The first connecting main body 205 is composed of annular split members 205A and 205B formed of a magnetic material such as low carbon steel, the exciting coil 21 is housed inside, and a non-magnetic material such as SUS304 is formed inside. A non-magnetic piece 207 made of material is attached. A second connecting main body 210 having a friction surface 210a is arranged facing the first connecting main body 205, and the second connecting main body 210 is made of a magnetic material such as S10 material. Are connected via bolts 204 and 213. That is, the connecting member 212 has the first outer peripheral portion 212a at the first portion.
In the recess 205a of the connecting main body 205, the second connecting main body 2 is formed in the central portion 212b.
It is positioned by ten recesses 210b. Bearing 21
The outer race 215a of 5 is an inner peripheral portion 210c of the second connecting main body 210.
And positioned by the snap ring 218, third
It is interposed between the outer periphery of the cylindrical portion 220 a of the connecting main body 220 and the second connecting main body 210. The cylindrical outer peripheral portion 220b of the third connecting main body 220 is interposed between the first and second connecting main bodies 205 and 210, and first and second magnetic particles (powder) not shown are arranged.
The powder gaps 224a and 224b are formed to form a so-called double-gap powder clutch.

The third connecting main body 220 is made of a ferromagnetic material such as S10 and has a bottomed portion 220c integrally formed with the cylindrical outer peripheral portion 220b, and the bottomed portion 220c has a pin hole 225a. Four transmission bases 220f are provided, and members are also sealed between the bases 220f. Such a closed bottomed part
The magnetic powder is prevented from leaking to the outside from the second powder gap 224b by 220c. In addition, the bottomed portion 220c has a pin 22
5, the connecting member 226, and the rubber damper mechanism 228 are connected to the cylindrical hub portion 230, and the CVT 3 is attached to the inner periphery of the hub portion 230.
The driven shaft 232 connected to the input shaft 31 is spline-fitted. The cover member 2 is provided on the outer periphery of the driven shaft 232.
35 is arranged, is attached to the first connecting main body 205 with a bolt 237, and a slip ring 138 is attached to the outer periphery of the cylindrical portion 235a, and the excitation coil is provided via a wiring 239.
Power is supplied to 21.

A labyrinth 250 is provided in order to prevent the magnetic particles arranged in the first and second powder gaps 224a and 224b from leaking from the powder gaps.

 Next, the operation of the above configuration will be described.

First, the slip ring 23 is connected to the clutch.
This is carried out by energizing and energizing the exciting coil 21 through 8 and the wiring 239. When the exciting coil 21 is energized, a magnetic flux as shown by the broken line S is generated. Due to the generation of this magnetic flux, the magnetic particles arranged in the first and second powder gaps 224a and 224b are driving-side members due to the mutual coupling of the magnetic particles and the frictional force between the magnetic particles and the electromagnetic coupling force. The first and second connecting main bodies 205 and 210 and the third connecting main body 2 which is a driven side member
20 is connected and power transmission is performed.

Next, a control example of the present embodiment will be described with reference to the flowcharts of FIG. 6 and FIG. First, various input signals used for the control of this embodiment are read (step 1200). Next, a characteristic correction coefficient γ ₀ (to be described later) for correcting the characteristic change of the powder clutch, which is calculated and stored at the time of the previous start, is read from the EEPROM (electrically erasable nonvolatile memory) 47 (step 1210). ). Then, from the target meat rotation speed setter (not shown), the target meat rotation speed N ^*
(Step 1220) and reading of the start characteristic coefficient k1 from a start characteristic setting device (not shown) (step 1220)
30). The N ^* , k1 is used when calculating the transmission torque TCL described later. Subsequent to reading the above-mentioned various information, it is determined whether or not the powder clutch 2 is in the case of performing start control (step 1240). That is, if the deviation between the engine speed Ne and the input speed Nin of CVT3 is equal to or larger than the predetermined deviation δ, it is determined that the start control is performed. Next, when it is determined that the start control is performed, the routine shown in FIG. 7 is executed (step 1250). That is, in the routine, first,
The engine torque Te is calculated based on the engine speed Ne-engine torque Te characteristic curve for the throttle openings θa to θc in FIG. 8 (step 1300). Based on the calculated value of Te, the starting characteristic coefficient k1, the engine speed Ne, and the target meet speed N ^* read in steps 1200 to 1230, TCL ← Te + k1 (Ne-N ^* ) (8) The transmission torque TCL shown in the equation (8) is calculated (step 1305). After the calculation of the TCL, the characteristic correction coefficient γ ₀ , which is the main part of this embodiment, is calculated (step 1310).
~ 1390). That is, first, the following (steps 1320-1380)
The processing for executing the γ ₀ calculation routine of 1 once at the start is performed (steps 1310, 1390). That is, the γ ₀
It is determined whether the calculation routine has already been executed, depending on whether the flag F is set. When the flag F is determined to be in the clear state in this determination, the engine water temperature TW exceeds the predetermined water temperature α to determine whether the powder clutch 2 and the engine 1 are in the warm-up completed state (step 1320).
It is determined whether or not the housing temperature Tc of the powder clutch 2 exceeds a predetermined temperature β (step 1330). Next, when the warm-up is completed and it is determined that the characteristic correction coefficient γ ₀ can be calculated, the meet (engagement completed) state of the powder clutch 2 is determined (step 1340). That is, the meet state is determined by whether or not the rate of change e of the engine speed Ne is a predetermined rate of change ε (step 1340).
That is, as shown between time points T1 and T2 in FIG. 9, the change rate e of the engine speed Ne temporarily decreases at the time point T1 when the powder clutch 2 is engaged. Therefore, the e
The meet state is detected from the state where is reduced. Next, returning to FIG. 7, the deviation ΔN between the engine speed Ne and the target meat speed N ^* in the meet state is obtained (step 1350). Then, the transmission torque deviation ΔTCL is calculated by multiplying the ΔN by the change coefficient k2 (step 1360).
Next, the above Δ with respect to the transmission torque TCL currently instructed
Deviation correction coefficient γ from the ratio of TCL, It is calculated by the equation (9) (step 1370). That is, by calculating the γ from ΔN, ΔTCL, etc., the characteristic correction coefficient γ ₀ can be corrected to a value that matches the current characteristic of the powder clutch 2. That is, the characteristic correction coefficient γ
₀ is obtained by γ ₀ ← γ ₀ × γ (10) by the equation (10). Then, the corrected γ ₀ is stored in the EEPROM 47 for use in the subsequent processing (step
1380). Incidentally, by storing γ ₀ in the EEPROM 47, even if the ignition key is turned “off”, the γ ₀ can be used when restarting the embodiment. Further, when storing the characteristic change in a short time, γ ₀ may be stored in the RAM 45.

Next, the flag F is set (step 1390). Due to this setting, the subsequent γ ₀ correction processing unit in steps 1320-1380 is not executed.

After the processing of the start control routine (steps 1300 to 1390), the process proceeds to step 1260, which is next to step 1250 in FIG. In step 1260, the exciting current ICL corresponding to the transmission torque TCL obtained in step 1305 (FIG. 7) is calculated from the ICL-TCL characteristic curve shown in FIG. 5 (step 1260). That is, specifically, the ICL-TCL map for the initial characteristic is interpolated to calculate the ICL. Then, the obtained excitation current ICL is corrected by the characteristic correction coefficient γ ₀ stored in the EEPROM 47 (step
1270). That is, by the correction, the powder clutch 2
Is corrected, and the exciting current ICL for executing the transfer torque TCL calculated in step 1305 is obtained. After that, the excitation voltage VCL corresponding to the above ICL is obtained from the ICL-VCL characteristic line of FIG. 5 (step 1280),
The obtained VCL is output from the excitation coil drive section 49d (step 1290). Therefore, the excitation coil 21 is applied with the corrected excitation voltage VCL that achieves the transfer torque TCL.

In addition, except when starting control is performed (| Ne−Nin | <δ)
In addition, since the exciting current is corrected so that the maximum transmitted torque is obtained, the completely engaged state is favorably maintained. Alternatively, although not specified, it is also possible to keep a calculated value or a predetermined transmission torque, for example, a minimum required transmission torque necessary to keep the engagement completely in order to reduce power loss (step 1295). ).

As described above, according to the present embodiment, during the start control of the powder clutch 2, the characteristic change of the powder clutch 2 is corrected to the design value based on the deviation ΔN between the actual meat rotation speed and the target meat rotation speed N ^*. A characteristic correction coefficient γ ₀ for calculating is calculated. Then, at the γ _{0, the} exciting current ICL
Is corrected and the actual transmission torque TCL of the powder clutch 2 coincides with TCL calculated for performing the start control. Therefore, according to this embodiment, the transmission torque TCL of the powder clutch 2 can always be accurately maintained at the target value. As a result, the start control of the powder clutch 2 is accurately performed even when there is variation or a change over time. Therefore, it is possible to provide a control device for a magnetic powder type electromagnetic clutch in which high start response, low shock start performance, durability and the like are harmonized.

[Effect of the Invention] In the present invention, the target rotation speed difference calculation means F calculates the difference between the detection value of the rotation speed detection means B and the command value of the target engagement completion rotation speed command means E. Then, the clutch control means G calculates the amount of excitation of the magnetic powder type electromagnetic clutch D based on the calculated value and the detected value of the torque detecting means C. On the other hand, the engagement rotation speed difference calculation means J calculates the engagement rotation speed difference between the command value of the target engagement completion rotation speed command means E and the detection value of the engagement completion rotation speed detection means I. Then, the clutch excitation amount changing means K changes the excitation amount of the magnetic powder type electromagnetic clutch D according to the calculated engagement rotation speed difference. Next, the excitation means H for exciting the magnetic powder type electromagnetic clutch D excites the magnetic powder type electromagnetic clutch D based on the changed excitation amount. As a result, for example, by changing the amount of excitation in the direction in which the difference in the engagement rotational speed decreases, the engagement of the magnetic powder electromagnetic clutch D is accurately completed at the target engagement completion rotational speed when the vehicle starts. Further, the control for changing the amount of excitation corrects the characteristic change of the magnetic powder type electromagnetic clutch D, and enables the half-clutch control in which the target transmission torque is accurately achieved.
Therefore, according to the present invention, since the start control and the half-clutch control are always performed accurately, it is possible to provide the control device for the magnetic powder type electromagnetic clutch in which the starting performance of the vehicle and the durability of the magnetic powder type electromagnetic clutch are harmonized. .

[Brief description of drawings]

FIG. 1 is a configuration diagram showing a basic configuration of a control device for a magnetic powder type electromagnetic clutch of the present invention, FIG. 2 is a configuration diagram of an embodiment of the present invention, and FIG. 3 is a speed ratio control of a CVT of the present embodiment. Fig. 4 is a graph showing the characteristics, Fig. 4 is a sectional view showing the structure of the powder clutch of this embodiment, Fig. 5 is a graph showing the excitation characteristics of the powder clutch of this embodiment, and Figs. 6 and 7 are this embodiment. FIG. 8 is a graph showing the torque characteristic of the engine of the present embodiment, FIG. 9 is a timing chart of the present embodiment, and FIG. 10 is a graph showing the excitation characteristic of the conventional magnetic powder type electromagnetic clutch. , FIG. 11 is a graph for explaining the characteristic change of the conventional example. A ... Engine B ... Rotation speed detection means C ... Torque detection means D ... Magnetic particle type electromagnetic clutch E ... Target engagement completion rotation speed command means F ... Target rotation speed difference calculation means G ... Clutch control means H ... Excitation means I ... Engagement completion rotation speed detection means J ... Engagement rotation speed difference calculation means K ... Clutch excitation amount changing means 1 ... Engine 2 ... Powder clutch 3 ... Continuously variable transmission 4 ...... Electronic control unit 111 …… Throttle opening sensor 113 …… Engine speed sensor

Claims (1)

[Claims] 1. A rotation speed detecting means for detecting an engine rotation speed, a torque detecting means for detecting an output torque of the engine, and a target engagement completion rotation for instructing a target engagement completion rotation speed of a magnetic powder type electromagnetic clutch. Number command means, target rotation speed difference calculation means for calculating the difference between the detection value of the rotation speed detection means and the target engagement completion rotation speed, and the detection value of the torque detection means and the target rotation speed difference calculation means Clutch control means for calculating the amount of excitation when the magnetic powder electromagnetic clutch is started, and excitation means for exciting the magnetic powder electromagnetic clutch on the basis of the amount of excitation calculated by the clutch control means. In a control device for a magnetic powder electromagnetic clutch, comprising: an engagement completion rotation speed detecting means for detecting an engagement completion rotation speed of the magnetic powder electromagnetic clutch; An engagement rotation speed difference calculating means for calculating an engagement rotation speed difference from an engagement completion rotation speed, and a clutch excitation amount for changing the excitation amount calculated by the clutch control means according to the engagement rotation speed difference. A controller for a magnetic powder type electromagnetic clutch, comprising: a changing unit;