JPH0657504B2 - Vehicle start control device - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle start control device, and more particularly to a vehicle start-up control device provided with a clutch operated based on a vehicle speed signal, a gear position signal, a load signal and a clutch connection / disconnection signal. The present invention relates to a start control device.

(Prior Art) In each operation of starting, starting, and shifting a vehicle, both a clutch engagement / disengagement operation and a transmission gear position switching operation are performed. Among these, as a gear position switching operation, a driver outputs a shift signal by switching a shift switch, and based on the shift signal, a gear shift unit attached to the transmission is operated to perform a shift, a so-called finger touch control. Transmissions are known. On the other hand, there is also known an automatic clutch device in which the transmission is directly switched by the driver and the clutch is connected / disconnected by operating the clutch actuator based on the engine speed, the clutch output shaft speed, the vehicle speed and the like. Further, the automatic transmission previously proposed by the present applicant (disclosed in the specification and illustration of Japanese Patent Application No. 59-50747) automates both the clutch operation and the gear position switching of the transmission. In this case, the shift signal is output by the shift switch, and the load signal of the engine is output by the load sensor linked to the accelerator pedal.
In addition, the clutch connection / disconnection signal, engine rotation speed signal, clutch output shaft rotation speed signal, vehicle speed signal, and gear position signal are output from each sensor, and these are processed by an automatic shift controller consisting of a computer to start and start the vehicle. , The shift is automated.

(Problems to be solved by the invention) By the way, of the clutch engagement / disengagement operations associated with gear shifting, the clutch engagement / disengagement operation at the time of starting has been
First, the clutch is disengaged, the gear position is held at the starting gear (hereinafter simply referred to as the starting gear), and the clutch is returned to the half-clutch position as the load signal increases due to the subsequent depression of the accelerator pedal. By engaging or disengaging, hold the half clutch to increase the vehicle speed. After that, the clutch is joined when the engine rotation and the clutch output shaft rotation match. However, with this method, it takes a relatively long time for the vehicle to start moving after the clutch is joined, rather than the depression of the accelerator pedal.
Improvement of starting feeling is desired. Moreover, since the rotation of the clutch and the rotation of the engine are likely to be delayed, the rotation of the engine is likely to increase, which is disadvantageous in terms of the durability of the clutch.

An object of the present invention is to provide a vehicle start control device capable of improving the starting feeling.

(Means for Solving the Problems) In order to achieve the above object, in the method of the present invention, an actuator for connecting and disconnecting a clutch between an engine of a vehicle and a transmission, and a vehicle speed signal corresponding to the speed of the vehicle. A vehicle speed sensor, a gear position sensor that outputs a gear position signal corresponding to the gear position of the transmission, a load sensor that outputs the load signal of the engine, and a clutch disconnection according to the connection / disconnection state of the clutch. In a vehicle start control device comprising a clutch connection / disconnection sensor that outputs a connection signal, the vehicle speed signal, the gear position signal, the load signal, and clutch control means for operating the actuator based on the clutch connection / disconnection signal, The clutch control means, when it is determined that the vehicle is stopped based on the vehicle speed signal, causes the clutch control means to perform the shift control. When it is detected that the machine is in the starting stage, the clutch is moved to the standby position immediately before the half-clutch located on the contact side from the disengagement position based on the clutch connection / disconnection signal, and thereafter the increase in the load signal is detected. It is characterized in that the clutch is gradually moved from the standby position to the contact direction side so that the vehicle is started.

(Operation) According to such a vehicle start control device, the timing of entering the half-clutch state is early, and the timing of transmission of the rotational force to the clutch output shaft side is early.

(Example) FIG. 1 shows a start control device of the present invention. This start control device is a diesel engine (hereinafter simply referred to as engine)
1 and a transmission 3 that receives the rotational force thereof via a clutch 2. The engine 1 is equipped with a fuel injection pump (hereinafter simply referred to as an injection pump) 4 having a rack 5 that is operated by an electromagnetic actuator 6, and the electromagnetic actuator 6 is operated by an electronic governor controller 7 that operates based on a load signal or the like. Operated. In addition,
The input shaft 8 of the injection pump is provided with a rotation sensor 9 that emits an engine speed signal. The clutch 2 is a dry single-plate clutch, and includes a flywheel 10, a clutch plate 12 on the clutch output shaft 11 side, and an air cylinder 13 as an actuator that brings the joint surfaces of both rotating bodies into contact with each other.
A clutch stroke sensor 14 for detecting a clutch engagement / disengagement state, which will be described later, is attached to the air cylinder 13. Moreover, the clutch output shaft 11 is provided with a clutch output shaft rotation speed sensor 15 that outputs a clutch output shaft rotation speed signal. An air tank 17 is connected to the air cylinder 13 via an air pipe 16. An electromagnetic cut valve 18 is installed in the middle of the air pipe 16, and a duty valve 19 which is a pulse electromagnetic valve having an atmosphere opening port is also installed. An automatic transmission controller 21 having a function as clutch control means is connected to both these solenoid valves.

The transmission 3 is provided with a gear train corresponding to the shift pattern shown in FIG. 2, to which a gear shift unit 20 is combined, and an automatic shift controller 21 and a shift stage selection switch (hereinafter simply referred to as a shift switch) 22 are connected. It The shift switch 22 can output a shift signal by operating the change lever 33 according to the shift pattern of FIG.
Based on this shift signal, the automatic shift controller 21 outputs an operation signal to operate the gear shift unit 20, and the gear train can be switched to the gear position on the shift pattern designated by the change lever 33.

The gear shift unit 20 is provided with a plurality of electromagnetic valves (only one is shown) 23 that are operated by an operation signal from an automatic transmission controller 21, and high-pressure operating air is supplied from an air tank 17 through these valves to show a transmission. It has a select fork and a power cylinder for operating the shift fork, and supplies and exhausts air by the operation signal given to the electromagnetic valve 23, operates the power cylinder, and operates to change the meshing mode of the transmission. Further, the gear shift unit 20 is provided with a gear position switch 24 as a gear position sensor for detecting a gear position, and a gear position signal from this switch is output to the automatic transmission controller 21.

The output shaft 25 of the transmission 3 has a vehicle speed sensor 26 that outputs a vehicle speed signal.
Are opposed to each other.

A load sensor 29 is attached to the accelerator pedal 27, which outputs a resistance change corresponding to the amount of rotation as a voltage value, which is digitized by an A / D converter 28 and output.

The automatic shift controller 21 includes a CPU 30, a memory 31, and an interface 32 as an input / output signal processing circuit.
The interface 32 receives a shift signal, a load signal, an engine rotation signal, a clutch rotation signal, a gear position signal, a vehicle speed signal, and a clutch connection / disconnection signal, and outputs a modified load signal, a duty signal, an on / off signal, and an operation signal. . The memory 31 is composed of a ROM in which the control program and data shown in the flowcharts of FIGS. 7 and 8 are written and a RAM for both reading and writing. In addition to this, the duty ratio α corresponding to the value of the load signal is stored in advance in the ROM as a data table (see FIG. 3), and the table lookup is performed at a suitable time to read the corresponding value. Further, an operation signal corresponding to the shift signal output by the shift switch 22 is set for each shift speed position,
The electromagnetic valve 23 that receives this operation signal operates the gear shift unit 20 and is used to switch the gear train. Further, the ROM stores a value corresponding to the clutch stroke pressure P1 when the clutch 2 is held at the half clutch standby position immediately before the half clutch. Furthermore, the change in the engine speed N on the time axis is within the set range (see FIG. 6).
The data table used when determining whether or not it is in A is also stored.

A case in which the method of the present invention is carried out by using the starting control device shown in FIG. 1 will be described together with a control program of the automatic transmission controller 21. The symbol S in FIGS. 7 and 8 indicates a control step.

When the program starts, the engine starting process is performed based on the inspection of each part, the reading of the input signal, and other preprocessing (step 1). After starting the engine, in step 2, the vehicle speed is the specified value (for example, 2 to 3 km / h).
Determine whether the vehicle is below or above the level to stop or run. When the process proceeds to step 3 on the YES side, which is the stop side, the ON signal is output to the cut valve 18 and the duty valve 19 and the clutch 2 is disengaged. Following this, it is determined based on the shift signal and the gear position signal whether or not the vehicle is switched to a starting stage, that is, a shift stage other than neutral. If it is neutral, the process proceeds from step 4 to step 5 to immediately release the clutch. Join and return. On the other hand, when it is determined that the vehicle is in the starting stage, the idle signal as a no-load, which is a pseudo signal, is immediately output to the electronic governor controller 7 side. Subsequently, at step 7, it is judged whether or not the clutch is in the half-clutch standby position immediately before the half-clutch, and thereafter, control of the clutch stroke along the time axis of FIG. 5 is performed. That is, at time point a, first, the process proceeds from step 7 to step 8 on the NO side, the cut valve 18 is turned off, and the duty valve
19 is turned off, the atmosphere is released, the clutch 2 is returned to the joining direction, and the process returns. Then, when the clutch stroke P1 corresponding to the half-clutch standby position is detected, the process proceeds from step 7 to step 9 on the YES side. Here, the duty valve 19 side is also turned on to hold the clutch stroke P1, the process proceeds to step 10, the pseudo idle signal is cut off, and normal load signal detection is started. That is, the half-clutch standby area c is entered.

After this, the starting process after step 11 as shown in FIG. 8 is started. First, it is determined whether or not the accelerator depression amount corresponding to the load signal exceeds a specified value, and at step d, step 12
Proceed to. Here, the load signal corresponding to the accelerator position is detected, and the duty ratio α corresponding to this value is read using the data table of FIG. The obtained pulse signal of the optimum duty ratio α is output to the duty valve 19, and the duty valve operates to move the clutch stroke to the contact side at a predetermined level after the time point d, so that the clutch 2 moves the clutch output shaft 11 to the engine side. Approaches the start of rotation transmission. During this time, the engine speed N increases as the accelerator pedal is further depressed. Then, in step 15, the increase of the engine speed N is stopped, that is, when the peak point e (see FIG. 5) at which the transmission of the rotational force to the output shaft starts is detected at the time point f, the loop of steps 12 to 15 is performed. Remove further and proceed to step 16.

Here, the CPU 30 determines whether or not the change in the engine speed N over time is equal to or less than the first set value X1 (see FIG. 6), and YES
Then, proceed to step 17 with NO and proceed to step 18. In step 17, the duty valve 19 is operated at a predetermined duty ratio and the clutch is operated in the direction of gradually engaging. Further, in step 19, the change with time of the rotational speed is the second set value X2 (X1 <X2).
It is determined whether or not the above is true, and if NO, the process returns to step 17, and an operation for guiding the change over time of the rotation difference toward the set range A in FIG. 6 is performed.

On the other hand, if the process proceeds from step 16 to step 18, it is determined whether the change with time of the rotational speed is equal to or greater than the third set value y2 (x2 <y2). YES, that is, if it is outside the setting range A,
Turn on the duty valve 19, turn on the cut valve 18 for an appropriate amount of time to disconnect, and return the clutch to the appropriate amount in the disengagement direction (step
20). Then, in step 21, the change in rotational difference with time is the fourth.
It is determined whether or not the set value is less than or equal to y1, and if NO, step 20
If YES, go to step 22. Step 1
Even if YES in step 9, proceed to step 22. Here, the change in the rotational speed with time is almost guided to the set range A, and the clutch stroke is held at the current state. After that, the CPU 30 determines whether or not the rotational speed difference between the engine and the clutch output shaft is equal to or less than a specified value (for example, N-N1 = 10 rpm) (step 2
3) While NO, return to step 16 and repeat the closed loop.
YES, that is, engine speed N and clutch output shaft N
At a time point g when the rotations of 1 almost coincide with each other, the routine proceeds to step 24, the duty valve is fully opened, the clutch is completely connected, and the routine returns.

After this, the vehicle increases the vehicle speed according to the engine rotation. When the vehicle speed becomes equal to or higher than the specified value, the process proceeds from step 2 to step 25. In this shift processing, for example, the automatic shift controller 21 operates based on a shift signal, a vehicle speed signal, and a load signal. First, the clutch 2 is disengaged, and in the meantime, an operation signal is output to the gear shift unit 20 to perform switching operation, and the target operation is performed. The gear train is switched and arranged at the gear position, the cut valve 18 is then turned off, the duty valve 19 is opened to the atmosphere, the clutch 2 is engaged, and the routine returns.

In the above description, the chain double-dashed line in FIGS. 4 and 5 is a diagram illustrating a conventional start control device. Considering both diagrams, first, the clutch stroke is started to decrease in the conventional start control device due to the start of the depression of the accelerator pedal at the time point d, and the transmission of the engine rotational force to the clutch output shaft 11 is started. The time point f ′ is delayed from the time point f according to the start control device of the present invention. As a result, the transmission of the rotational force starts at the time point e ′ when the engine speed N is relatively high, and the engine speed N and the speed N1 of the clutch output shaft 11 are increased.
The time point g ', which coincides with, is delayed from the time point g by the start control device of the present invention, and the rotation speed at that time is also relatively high.

In the above-mentioned process, the start control device of the present invention operates the transmission 3 to operate the gear shift unit 20 based on the shift signal of the shift switch 22 to switch the gear train. However, instead of such a device, It is also possible to apply the present invention to a start control device in which only the transmission is manually operated and the clutch is automatically connected and disconnected. In this case, the controller for shifting is not required, only the controller for controlling the clutch is required, and the device is simplified. Further, although the air cylinder 13 has been described as the actuator, a hydraulic cylinder may be used instead of the air cylinder 13, and a solenoid may be used to operate the engagement / disengagement of the clutch in some cases.

(Effect of the Invention) As described above, according to the start control device of the present invention, the time T from the depression of the accelerator pedal (time point d) to the time point g at which the engine speed N and the rotation speed N1 of the clutch output shaft 11 match.
1 is faster (shown as time T2 in FIG. 5) as compared with the case where the conventional start control device is used, and the feeling at the start is improved. In addition, the rotation difference N-N1 up to the clutch operation range (from time f to time g) at which the engine speed N and the clutch output shaft speed N1 are matched becomes smaller in almost the entire area than in the conventional case, and the durability of the clutch is improved. There is also the advantage of improving. Furthermore, if the idle signal, which is a pseudo signal, is output during the period from the clutch disengagement to the half-clutch standby, there is an effect of preventing unnecessary engine upswing.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of a start control device to which the present invention is applied,
Fig. 2 is a shift pattern diagram of the start control device of the same as above. Fig. 3 is a schematic diagram of a data table for reading a duty ratio α corresponding to a load signal. Fig. 4 is a diagram showing a change in clutch stroke with time. A diagram showing changes with time of the engine speed and the clutch output shaft speed, FIG. 6 is a schematic view of a data table together with a setting range for controlling changes with time of the engine speed, and FIGS. 7 and 8 are The flowcharts of the control programs used for the start control device are shown respectively. DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Clutch, 3 ... Transmission, 13 ... Actuator (air cylinder), 14 ... Clutch connection / disconnection sensor (clutch stroke sensor), 21 ... Clutch control means (automatic transmission controller), 24 ... Gear position sensor (Gear position switch), 26 ... Vehicle speed sensor, 29 ... Load sensor.

Claims (1)

[Claims] 1. An actuator for connecting and disconnecting a clutch between a vehicle engine and a transmission, a vehicle speed sensor for outputting a vehicle speed signal corresponding to the speed of the vehicle, and a gear position corresponding to a gear position of the transmission. A gear position sensor that outputs a signal, a load sensor that outputs the load signal of the engine, a clutch connection / disconnection sensor that outputs a clutch connection / disconnection signal according to the connection / disconnection state of the clutch, the vehicle speed signal, the gear position In a vehicle start control device including a clutch control means for operating the actuator based on a signal, the load signal, and the clutch connection / disconnection signal, the clutch control means is configured to stop the vehicle based on the vehicle speed signal. If the clutch control means detects that the transmission is in the start stage, the clutch connection / disconnection signal is detected. Based on the above, the clutch is moved to the standby position immediately before the half-clutch located on the tangential side from the disengaged position, and when the increase in the load signal is detected thereafter, the clutch is gradually moved from the standby position to the tangential side. A vehicle start control device configured to direct the vehicle to start.