JP2002089588A - Electromagnetic clutch control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve a reduction in torque shocks at a high level at the time of clutch engagement, using a means which is advantageous in terms of mountability on a vehicle and costs without use of a position sensor, while using a frictional clutch excellent in the efficiency of torque transfer. SOLUTION: A clutch control unit CLCU executes a learning mode process for storing a current value detected at the time of start of torque transfer as a learned value during engagement of the clutch C/L, and a torque shock inhibiting process which includes setting a slip control value greater by a predetermined value than the learned value during the engagement of the clutch C/L after execution of the learning mode process, and then outputting a predetermined slip duty signal at a duty ratio of less than 100% at the time when the detected current value decreases to the slip control value after exceeding an upward extreme value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electromagnetic clutch control device and, more particularly, to a technique for reducing torque shock when a clutch is engaged.

[0002]

2. Description of the Related Art Conventionally, in general, in an automobile equipped with an automatic transmission, a torque converter is used for power transmission between an engine as a power source and the automatic transmission. Such a technique is described, for example, in the 9th edition of Automotive Engineering (November 20, 1980, issued by Sankaido Co., Ltd.), page 149.

[0003] However, since the torque converter transmits power through a fluid, there is a problem that power loss due to slippage occurs and fuel efficiency is poor. Therefore, a technology has been proposed in which a friction clutch is provided as a means for transmitting power between the engine and the automatic transmission, and the friction clutch is automatically engaged and released. Furthermore, in such a technique, the torque shock at the time of clutch engagement is reduced to improve control quality.
Such a technique is disclosed in, for example, Japanese Patent Application Laid-Open No.
The technique described in Japanese Patent Publication No. 34 is known. In this prior art, a contact point at which the friction surfaces of the clutches come into contact with each other to start engagement is detected each time the engine is started, and thereafter, the friction surface is contacted at the first speed until the contact point. Then, after the contact point, the fastening is performed while sliding slowly at the second speed, thereby reducing the torque shock.

[0004]

However, in the above-mentioned prior art, the clutch is moved to the contact point where the friction surfaces come into contact with each other and the clutch is in a state where torque can be transmitted. Therefore, it is impossible to prevent the torque shock generated when the friction surfaces come into contact with each other. For this reason, it has been desired to further reduce the torque shock. In addition, in the above-described related art, when an abnormality occurs in the clutch and a state in which the clutch cannot be engaged occurs, the abnormality cannot be detected if the abnormality occurs during traveling.

In order to achieve this object, a further development of the prior art described above is provided with a position sensor for detecting the position of the friction surface, and the friction surface is moved at a second speed immediately before the position of the contact point. It is possible. In this case, since the fastening is performed slowly before actually starting the fastening, the occurrence of torque shock can be significantly reduced, and the occurrence of an abnormality can be detected based on the detection of the position sensor. Becomes However, in this means, it is necessary to provide a position sensor on the clutch, which leads to an increase in the size of the clutch, which makes it difficult to install the clutch compactly between the engine and the transmission. This leads to higher costs.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned conventional problems, and uses a friction clutch excellent in torque transmission efficiency, but does not use a position sensor. It is an object of the present invention to make it possible to achieve a high level of torque shock reduction at the time of clutch engagement and to detect occurrence of an abnormality by advantageous means.

[0007]

In order to achieve the above object, the present invention provides an electromagnetic clutch provided on the way of transmitting torque from a power source to a driven side, and detecting a current value flowing through the electromagnetic clutch. Current detection means, and engagement control means for executing engagement of the electromagnetic clutch by a duty signal by pulse width modulation control, wherein the engagement control means, when the electromagnetic clutch is engaged, the friction surfaces come into contact with each other and torque is generated. A learning mode process of storing the detected current value at the time of starting the transmission as a learning value, and setting the slip control value larger by a predetermined value than the learning value when the electromagnetic clutch is engaged after the execution of the learning mode process; At a point in time when the detected current value has decreased to the slip control value after exceeding the upward extreme value, a predetermined slip duty signal having a duty ratio of less than 100% is output. And executes torque and shock suppression process, the. The invention according to claim 2 is
2. The electromagnetic clutch control device according to claim 1, further comprising oil temperature detecting means for detecting an oil temperature in the electromagnetic clutch chamber, wherein the engagement control means determines a slip control value based on a relationship between an oil temperature and a current value. Is set. According to a third aspect of the present invention, in the electromagnetic clutch control device according to the first or second aspect, when the engagement control means executes the learning mode processing, the duty ratio is set to 10%.
A duty signal of 0% is output. According to a fourth aspect of the present invention, in the electromagnetic clutch control device according to any one of the first to third aspects, the engagement control means causes the detected current value to reach the slip control value when executing the torque shock suppression processing. Up to this point, a duty signal having a duty ratio of 100% is output. Claim 5
In the electromagnetic clutch control device according to any one of claims 1 to 4, the engagement control means outputs the slip duty signal for a predetermined time when executing the torque shock suppression control, and then executes the duty ratio control. It is characterized by outputting a 100% duty signal. Claim 6
In the electromagnetic clutch control device according to any one of claims 1 to 5, the electromagnetic clutch is provided in the middle of a torque transmission path between a drive source of an automobile and a transmission. And According to a seventh aspect of the present invention, in the electromagnetic clutch control device according to the first to sixth aspects, the engagement control means obtains the upward extreme value when executing a learning mode process or a torque shock suppression process. After that, if no extreme downward value occurs, it is determined that an abnormality has occurred in the electromagnetic clutch.

[0008]

According to the present invention, first, the engagement control means executes the learning mode processing to learn the detected current value at the time when the friction surfaces come into contact with each other to start torque transmission when the electromagnetic clutch is engaged. Store as a value. When the learning mode process is executed, it is preferable to output and execute a duty signal having a duty ratio of 100% as in the third aspect of the present invention. The execution of the learning mode process is preferably performed immediately after the start of the vehicle. After the execution of the learning mode process, when the electromagnetic clutch is engaged, the engagement control unit executes a torque shock suppression process, whereby the engagement control unit sets a slip control value larger by a predetermined value than the learning value, At the time when the detected current value has decreased to the slip control value after exceeding the upward extreme value, the duty ratio 10
A predetermined slip duty signal of less than 0% is output. That is, in the electromagnetic clutch, while the armature is attracted by the electromagnetic force generated by energization, the value of the current flowing through the electromagnetic clutch once increases and then decreases. Value will result. Thereafter, when the friction surfaces come into contact with each other, the current value also increases with the generation of the transmission torque, and a switch from the decrease to the increase causes a downward extreme value. The above-mentioned slip control value is set to a value larger than the downward extreme value, that is, the slip duty signal is output immediately before the friction surfaces come into contact with each other to start torque transmission. Therefore, when the slip duty signal of less than 100% duty is output, the friction surface of the electromagnetic clutch comes into gentle contact and is engaged while slipping, thereby suppressing the occurrence of torque shock.

As described above, according to the present invention, the slip duty signal is output immediately before the friction surfaces come into contact with each other.
Compared with the conventional technology in which friction surfaces are controlled to slide after contact with each other, the effect of suppressing occurrence of torque shock at a high level can be obtained. Further, according to the present invention, the time immediately before the friction surfaces come into contact with each other is detected based on the current value flowing through the electromagnetic solenoid without using a position sensor. And an effect that cost reduction can be achieved.

According to the second aspect of the present invention, the engagement control means sets the slip control value based on the relationship between the oil temperature and the current value. That is, in the electromagnetic clutch, the oil viscosity changes according to the oil temperature, and the timing at which the armature or the friction surface moves changes.However, by setting the slip control value based on the oil temperature, the friction surface immediately before the friction surfaces contact with each other is set. The point in time can always be detected accurately. Therefore, control accuracy can be further improved.

According to the fourth aspect of the present invention, when executing the torque shock suppression processing, the engagement control means outputs a duty signal having a duty ratio of 100% until the detected current value reaches the slip control value. Therefore, the movement of the armature and the friction surface is performed in the shortest time, and the control response is excellent.

According to the fifth aspect of the present invention, when executing the torque shock suppression control, the engagement control means outputs a slip duty signal for a predetermined time to suppress the occurrence of the torque shock, and thereafter, sets the duty ratio to 100. % Duty signal is output, and it is securely fastened, and high transmission efficiency can be obtained. Therefore, it is possible to achieve both suppression of the occurrence of torque shock and obtaining high transmission efficiency at a high level. The output of the slip duty signal may be stopped when the rotation speed on the driven side exceeds a predetermined ratio with respect to the rotation speed on the driving source side.

According to the present invention, when the armature does not move due to an abnormality in the electromagnetic clutch,
When a duty signal is given to the electromagnetic clutch, the armature does not move, and after an extreme upward value occurs,
There is no downward extremum caused by the stoppage of amateur movement. Therefore, in the present invention, the engagement control means
When the learning mode process or the torque shock suppression process is performed, if an upward extremum is not obtained after an upward extremal value is obtained, it is determined to be abnormal. Therefore, the abnormality of the electromagnetic clutch can be detected without providing any special detecting means, and the reliability of the apparatus can be improved by inexpensive means.

[0014]

Embodiments of the present invention will be described below with reference to the drawings. Embodiment 1 First, the configuration will be described. The electromagnetic clutch control device according to the first embodiment corresponds to the invention described in claims 1 to 6, and as shown in FIG.
A clutch C / L is provided in the power transmission path between the engine EG and the transmission mechanism 91 of the automatic transmission provided in the transmission TM. That is,
The transmission TM uses a clutch C / C instead of a generally well-known torque converter of an automatic transmission.
L, and a transmission mechanism equipped with a well-known planetary gear is used as the transmission mechanism section 91.

As the clutch C / L, a wet multi-plate electromagnetic clutch filled with oil is used. As shown in a sectional view of FIG. 2, the clutch C / L is connected to a block housing (not shown) of the engine EG or the transmission TM. An input shaft 1 connected to an engine output shaft (not shown) of the engine EG;
An output shaft 2 connected to one input shaft (not shown) is connected and disconnected. The input shaft 1 has one end connected to an engine output shaft (not shown), and the other end connected to a center shaft 6 via a vibration absorbing unit 5. The vibration absorbing means 5 is
An elastic plate 51 for absorbing bending vibration having high rigidity in the rotating direction and low rigidity in the bending direction;
The outer peripheral edge of the elastic plate 51 and the outer plate 52a of the torsion damper 52 are integrally connected.
The elastic plate 51 has an axial center portion coupled to the other end of the input shaft 1, and the torsion damper 52 includes an inner plate 52.
The shaft center of b is connected to the base end of the central shaft 6. Therefore, when torque is input to the input shaft 1 from an engine output shaft (not shown), the torque is transmitted to the central shaft 6 via the elastic plate 51 and the torsion damper 52 in this order. It is absorbed by the plate 51 and the torsional damper 52.

The center shaft 6 has a tubular end, and the distal end of the output shaft 2 is rotatably inserted into the distal end of the central shaft 6. Furthermore, a clutch case 11 having a bottomed cylindrical shape is integrally coupled to the output shaft 2 so as to cover the central shaft 6 while being separated from the central shaft 6,
The clutch C / L is provided between the clutch case and the end of the center shaft 6. This clutch C /
L is a plurality of inner clutch plates 11d supported movably in the axial direction by splines formed on the outer periphery of the distal end portion of the center shaft 6, and alternately arranged between the inner clutch plates 11d; And an outer clutch plate 11e supported movably in the axial direction by a spline formed on the inner periphery of the inner shaft 11. When the inner and outer clutch plates 11d and 11e are pressed by the plate 11p, the center shaft 6 and the output shaft 2 are connected to each other. It is configured to transmit torque between them. In addition, the tip of the clutch case 11 is supported by a bearing 11g.

The above-mentioned pressing of the inner and outer clutch plates 11d and 11e is performed by the electromagnetic solenoid 7 and the control cam 8. The electromagnetic solenoid 7 is supported on the outer periphery of the center shaft 6 via a bearing 62 adjacent to a disk-shaped plate 61 provided at one end of the unit housing UH.

The first control cam 8 generates an axial pressing force in accordance with the input torque.
A first cam ring 8a that is restricted in axial direction but is rotatable, and a second cam ring 8b that is movable in axial direction but is restricted in rotation and faces the inner clutch plate 11d. A cam groove 8c formed on the facing surface of the first cam ring 8a and the second cam ring 8b,
The ball 8e is engaged with the ball 8d. When a torque in the rotation direction is generated between the first cam ring 8a and the second cam ring 8b, the first control cam 8 causes the balls 8e to move the cam grooves 8c and 8d in accordance with the torque.
As a result, the first cam ring 8a and the second cam ring 8b are pushed away from each other in the axial direction,
The torque generated between the second cam rings 8a and 8b is amplified at a magnification corresponding to the inclination of the cam grooves 8c and 8d, and is converted into an axial pressing force.
1d is pressed to fasten the clutch C / L. Further, the first and second cam rings 8a and 8b described above are used.
Means for generating torque between the mini-clutch plates 8f,
8 g. That is, the outer peripheral surface of the first cam ring 8a and the inner peripheral surface of the clutch case 11 facing the first cam ring 8a
Each of the splines is provided, and a plurality of mini clutch plates 8f and 8g are engaged with these splines, and an armature 7a sucked by the electromagnetic solenoid 7 can move in the axial direction next to the mini clutch plate 8g. It is supported by the clutch case 11. Therefore, when the electromagnetic solenoid 7 is energized and the armature 7a is attracted, the mini clutch plates 8f and 8g are pressed against each other and the two cam rings 8 are pressed.
A torque in the rotational direction is generated between the inner and outer clutch plates 11d and 11e by the second cam ring 8b pushing the inner clutch plate 11d.

Returning to FIG. 1, the operation of the clutch C / L is performed by a clutch control unit (corresponding to the engagement control means in the claims) CLCU having a clutch drive circuit 81 and a clutch control section 82. The clutch drive circuit 81 outputs a duty signal to the clutch C / L to execute so-called PWM control. The speed change process of the speed change mechanism 91 is performed by the AT control unit ATCU. The clutch control unit CLCU includes current detecting means 21 for detecting a current value flowing through the electromagnetic solenoid 7a,
Shift position sensor 2 for detecting shift position 1
2. A foot brake switch 23 that is turned on when a foot brake (not shown) is depressed, a parking brake switch 24 that is turned on when a parking brake (not shown) is braked, and a unit housing UH of the clutch C / L. A sensor group 20 including an oil temperature sensor 25 for detecting the oil temperature of the engine is connected, and an ignition switch 31 and a starter switch 32 are connected.

Next, the clutch control unit CL
The flow of control by the CU will be described with reference to the flowchart of FIG. In step 101, it is determined whether or not the starter ON counter is 0.
The process proceeds to step 2; if not 0, the process proceeds to step 108. In addition,
This starter ON counter is a counter that is cleared to 0 when the ignition switch 31 is turned OFF, and is set to 1 when the learning mode process described later is completed. In step 102, a learning mode process is executed. The details of the learning mode process will be described later. Next, in step 103, the flag is set to 1, and in step 104, the starter ON counter is set to 1.

In the following step 105, it is determined whether or not the ignition switch 31 is off. If the ignition switch 31 is on, the process returns to step 101. If the ignition switch 31 is off, the process proceeds to step 106, where the flag is set. = 0, and further proceeds to step 107 to set the starter ON counter = 0.

On the other hand, if it is determined in step 101 that the starter ON counter is $ 0, the process proceeds to step 108,
It is determined whether or not the flag = 1, that is, whether or not the learning mode process has been executed. If the flag is # 1, the process proceeds to step 102 to execute the learning mode process, and if the flag = 1, the process proceeds to step 109. It is determined whether or not it is at the time of starting. If it is at the time of starting, the process proceeds to step 111 to execute the process of the starting mode, and if it is not at the time of starting, step 110
To execute the shift mode process. Note that the above-described start mode processing and shift mode processing correspond to the torque shock suppression processing in the claims.

Next, the learning mode processing of FIG. 4 will be described. In step 201, it is determined whether or not the gear position of the transmission mechanism section 91 is parking P or neutral N based on the detection of the shift position sensor 22. If the gear position is parking P or neutral N, the process proceeds to the next step 202. In step 202, the duty 10
At 0%, a duty signal is output to the clutch C / L. In the following step 203, the detected current value I is MaxPeak.
It is determined whether or not the detected current value I has passed MinPeak. Then, it is determined whether or not the detected current value I has passed MinPeak.
In step 205, the process proceeds to the next step 205, where the detected current value I at that time is stored as a learning value, and further proceeds to step 206, where the duty ratio of the duty signal output to the clutch C / L is set to 0%. And

FIG. 5 shows that the clutch C
/ L is an operation characteristic diagram when an excitation voltage (duty signal with a duty ratio of 100%) is output toward / L. At this time, the excitation current first rises to an extreme value (Ma) as shown in FIG.
After reaching xPeak), it once decreases, then rises again after reaching the extreme value (MinPeak) again. The section a from the rise of the exciting current to the arrival of MinPeak is the section from the movement of the armature 7a to the engagement of the inner and outer clutch plates 11d and 11e, and the attraction from the electromagnetic solenoid 7 from the rise to MaxPeak It is a section that is increasing until amateur 7a can be sucked, and from MaxPeak to MinPeak,
It is the section where amateur 7a is moving, and MinPe
ak is the moment when the inner and outer clutch plates 11d and 11e are fastened. A section b in which the exciting current increases after reaching MinPeak is a state in which the friction surface of the clutch C / L, that is, the inner and outer clutch plates 11d and 11e are in contact, and the transmission torque is actually increased. The rotation speed of the output shaft 2 on the driven side rises in the middle of the section b. At the end of this section b, 80%
Rated dynamic friction torque is obtained.

Therefore, the inventor of the present application has found that the change in the exciting current indicates the engaged state of the clutch C / L, and at the end of the section a shown in FIG. In the above-described learning mode processing, the detected current value I at the time of reaching the MinPeek after passing the MaxPeak is stored as the learning value at the time when the (internal and external clutch plates 11d, 11e) contact and transmit the torque. This is to detect the time of fastening based on the exciting current value without using a position sensor.

Next, the start mode process in step 111 will be described with reference to the flowchart of FIG. In the start mode process, the shift mechanism 91 shifts to a low gear in a state where the clutch C / L is released when starting the vehicle, and then the clutch C / L
Is engaged and the vehicle is started. This is the process when the clutch C / L is engaged.

In this case, first, in steps 301 and 302, the foot brake switch 2
3. The foot brake and the side brake (not shown) are turned off based on the detection of the parking brake switch 24.
If the braking operation is not performed in the state,
To output a duty signal having a duty ratio of 100%. Thereafter, in step 304, it is determined whether or not the current I has exceeded MaxPeak based on the change in the detected current value I.
Then, the learning value stored in step 205 is read out, and further, in step 306, the detected current value I is a slip control value GI (see FIG. 10) which is a value obtained by adding a predetermined value to the learning value. Judge) whether or not
When the slip control value GI has been reached, the process proceeds to step 307, and a slip duty signal having a duty ratio of X (this X is a value smaller than 100, for example, 70%) is output. That is, the slip control value GI obtained by adding the predetermined value to the learning value is a value immediately before MinPeak, which is set to a value immediately before the friction surfaces (the inner and outer clutch plates 11d and 11e) come into contact with each other. I have. Therefore, a slip duty signal having a duty ratio of X% is output immediately before the friction surfaces (the inner and outer clutch plates 11d and 11e) come into contact with each other.
In the clutch C / L, the friction surface (the inner and outer clutch plates 11
d, 11e) The duty ratio is set such that the two members are fastened while sliding each other to suppress the occurrence of torque shock. Note that, in the present embodiment, the slip duty signal is set to a preset time (for example, 2
00 ms), but the rotation speed of the output shaft 2 is, for example, 60 to 8
When the predetermined ratio becomes 0%, the output of the slip duty signal may be stopped. After the output of the slip duty signal is stopped, a duty signal having a duty ratio of 100% is output.

Further, in the present embodiment, step 30
In reading the learning value at 5, the clutch C / L
The learning value is corrected on the basis of the oil temperature detected by the oil temperature sensor 25 provided in. FIG. 7 is a graph of this correction characteristic, in which the lower the oil temperature, the higher the viscosity of the oil,
Since Peak and MinPeak become high values, and thus the current value at the time when the inner and outer clutch plates 11d and 11e come into contact also becomes higher, the correction is made so that the learning value becomes higher. Incidentally, the black points in the figure indicate actual detection data, and the correction characteristics are determined based on the detection values.

Next, the shift mode process in step 110 will be described with reference to the flowchart of FIG. This shift mode processing is performed by the AT control unit ATCU.
This is a process for engaging the clutch C / L after disengaging the clutch C / L and shifting the gear to the desired speed in the transmission mechanism section 91 when it is determined that the shift is necessary.

In this case, first, in step 401,
It is determined whether or not the shift is completed in the transmission mechanism 91,
When the shift is completed, the routine proceeds to step 402, where a duty signal having a duty ratio of 100% is output. Next, in step 403, the detected current value I is changed to MaxPeak.
It is determined whether or not the value has passed, and if the value has exceeded the MaxPeak value, the process proceeds to step 404 to read a learning value. Also in this case, the learning value is corrected based on the correction characteristic of FIG. 7 according to the detection value of the oil temperature sensor 25.

Next, at step 405, it is determined whether or not the detected current value I has decreased to a slip control value GI obtained by adding a predetermined value to the learned value. The detected current value I = the learned value + the predetermined value =
When GI is reached, the routine proceeds to step 406, where a slip duty signal having a duty ratio of X% is output. In this case, similarly to the start mode processing, after outputting the slip duty signal for a predetermined time, a duty signal having a duty ratio of 100% is output.

Next, the operation of the embodiment will be described. First, when the ignition switch 31 and the starter switch 32 are turned on to start the engine, first, a learning mode process is executed (steps 101 → 10).
2). In this learning mode processing, a duty signal having a duty ratio of 100% is output to the clutch C / L.
At this time, as shown in FIG. 9, the detected current value I rises once, reaches MaxPeak, then reaches MinPeak, and rises again. When the MinPeak is reached, that is, when the inner and outer clutch plates 11d, 11e are actually Current value I at the time when torque transmission is possible
Is stored as a learning value (step 201 → 202 →
203 → 204 → 205).

Next, at the time of starting, the clutch C / L is released to shift the transmission mechanism 91 to, for example, a low gear suitable for starting, or to a second gear in some cases.
The clutch C / L is engaged. At this time, a start mode process is executed. In this start mode process, after confirming that the foot brake and the parking brake are OFF, first, a duty signal having a duty ratio of 100% is output (step 301 → 302 →).
303). As a result, an attractive force is generated in the electromagnetic solenoid 7, and first, the armature 7a and the inner and outer clutch plates 1
1d and 11e move, and then the inner and outer clutch plates 11
d and 11e are brought into contact with each other to perform torque transmission. In this start mode process, the detected current value I is MaxPea.
When the value decreases toward MinPeak after reaching k, as shown in FIG. 10, when the detected current value I reaches a slip control value GI obtained by adding a predetermined value to the learning value, that is, the clutch plates 11d and 11e. A slip duty signal having a duty ratio of X% is output just before contacting the clutch plates, whereby both clutch plates 11d and 11e are moved by an attraction force according to the slip control just before the inner and outer clutch plates 11d and 11e come into contact with each other. There is an effect that the occurrence of torque shock can be remarkably suppressed as compared with the related art by performing the slip control right from the time when the two contact each other. In addition, in the present embodiment, the oil temperature of the clutch C / L is detected by the oil temperature sensor 25, and the learning value is corrected according to the oil temperature.
The time point immediately before the inner and outer clutch plates 11d and 11e come into contact with each other can be accurately determined without being affected by the oil temperature, so that high control quality can be obtained.

Next, at the time of shifting, the clutch C / L is released to change the transmission mechanism 91 to a desired shift position, and then the clutch C / L is engaged. Execute In this shift mode processing, after confirming that the shift has been completed, first, a duty signal having a duty ratio of 100% is output (steps 401 to 402). Thereby, the electromagnetic solenoid 7
, The armature 7a and the inner and outer clutch plates 11d and 11e move, and then the inner and outer clutch plates 11d and 11e come into contact to transmit torque. The current value I is MaxP
After reaching eak, the time point at which the slip control value GI is reached is detected to detect the time immediately before the clutch plates 11d and 11e abut, and a slip duty signal having a duty ratio X% is output from this time point (step 403). → 404 → 4
05 → 406), whereby the inner and outer clutch plates 11d,
The two clutch plates 11d and 11e are moved by the suction force corresponding to the slip control just before the contact of the clutch 11e, and the slip control is performed immediately from the time when the two clutch plates 11a and 11e come into contact with each other. This has the effect of being able to significantly reduce. Also in the case of this shift mode processing, the oil temperature of the clutch C / L is detected by the oil temperature sensor 25, and
The learning value is corrected in accordance with the oil temperature, whereby the time immediately before the above-mentioned inner and outer clutch plates 11d and 11e come into contact can be accurately determined without being affected by the oil temperature.
There is an effect that high control quality can be obtained.

(Embodiment 2) FIG. 11 is an overall configuration diagram showing an electromagnetic clutch control device of Embodiment 2. The second embodiment shows a case where the output shaft 2 is connected to the transmission mechanism 291 of the manual transmission. The other configuration of the second embodiment is the same as that of the first embodiment, and the description is omitted.

(Embodiment 3) FIG. 12 is an overall configuration diagram showing an electromagnetic clutch control apparatus according to Embodiment 3. In the third embodiment, a case is shown in which the output shaft 2 is connected to the transmission mechanism 391 of the CVT. Note that this CV
The operation of T is performed by a CVT drive unit and a CVT control unit CVTCU including a CVT control unit. The other configuration of the third embodiment is the same as that of the first embodiment, and the description is omitted.

(Embodiment 4) This embodiment 4 corresponds to the seventh aspect of the present invention, and is different from Embodiment 1 in learning mode processing, start mode processing, and shift mode processing. This is an example in which a part is changed.

FIG. 13 shows a learning mode process according to the fourth embodiment. The difference from the first embodiment is the difference between steps 204 and 205, and when NO is determined in steps 203 and 204. Step 203
And FIG. 204 only, and illustration and description of the same steps as those of the other embodiment 1 are omitted. In the fourth embodiment, when it is determined NO in Steps 203 and 204, that is, in Step 50 when MaxPeak and MinPeak are not detected.
At 1, the abnormal counter IC is incremented by one. Therefore, the abnormality counter IC starts counting from the time when the duty signal having the duty ratio of 100% is output in step 202. In the following step 502, it is determined whether or not the count number of the abnormality counter IC has exceeded a preset abnormality determination value T0. If not, the process returns to step 201. If not, the process proceeds to step 503, where an abnormality is determined. to decide. When an abnormality is determined, a predetermined fail-safe control such as a control in which the rotation speed of the engine EG does not increase to a predetermined rotation speed or more is executed.
In step 204, the detected current value I is Min.
After the peak, the process proceeds to step 504 to clear the abnormality counter IC to zero.

FIG. 14 shows a start mode process or a shift mode process in the fourth embodiment. In the fourth embodiment, the flow following step 307 in FIG. 6 or step 406 in FIG. 8 is different from that in the first embodiment, and this difference will be described. In step 511 following step 307 or 406, it is determined whether or not the detected current value I has exceeded MinPeak.
If it has passed, the process proceeds to step 504 to clear the abnormality counter IC to 0, but if it has not passed MinPeak, the above-mentioned steps 501 → 512 → 503
The abnormality counter IC is added based on the processing described above, and if this count value exceeds the abnormality determination value T1, it is determined that an abnormality has occurred. That is, in the fourth embodiment, in the learning mode processing, the start mode processing, and the shift mode processing, after outputting the duty signal, the predetermined time T0 or T
1 (T0> T1), the detected current value I is MinP
If the eak value is not reached, it is determined that the amateur 7a has not moved, and that an abnormality has occurred. As described above, in the third embodiment, an abnormality can be detected without adding a sensor for abnormality detection, and the reliability of the device can be improved with an inexpensive configuration.

The embodiment of the present invention has been described in detail with reference to the drawings. However, the specific configuration is not limited to this embodiment, and a design change or the like may be made without departing from the gist of the present invention. Even if present, it is included in the present invention. For example, a wet multi-plate clutch is used as the clutch, and
Although an example using a means for changing the pressing force while increasing the torque by the control cam 8 has been described, the clutch according to the first aspect of the present invention is not limited to a multi-plate clutch. Also, the control cam 8 etc.
Although it is preferable to use, it is not essential. Further, in the embodiment, an example in which the present invention is applied to a torque transmission portion between an engine and a transmission of a vehicle is shown. However, the scope of the present invention is not limited to vehicles, and is also applied to industrial equipment and the like. be able to.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram showing a power train of a vehicle to which Embodiment 1 is applied.

FIG. 2 is a cross-sectional view illustrating a main part of the electromagnetic clutch control device according to the first embodiment of the present invention.

FIG. 3 is a flowchart showing a control flow according to the first embodiment.

FIG. 4 is a flowchart showing a control flow of a learning mode process in the first embodiment.

FIG. 5 is a clutch operation characteristic diagram according to the first embodiment.

FIG. 6 is a flowchart showing a flow of a start mode process in the first embodiment.

FIG. 7 is a learning value characteristic diagram according to the first embodiment.

FIG. 8 is a flowchart showing a flow of a shift mode process in the first embodiment.

FIG. 9 is a time chart illustrating an operation of a learning mode process according to the first embodiment.

FIG. 10 is a time chart showing operations of a start mode process and a shift mode process in the first embodiment.

FIG. 11 is an overall configuration diagram showing a power train to which the second embodiment is applied.

FIG. 12 is an overall configuration diagram showing a power train to which the third embodiment is applied.

FIG. 13 is a flowchart showing a control flow of a learning mode process according to the fourth embodiment.

FIG. 14 is a flowchart showing a control flow of a start mode process and a shift mode process in the fourth embodiment.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Input shaft 2 Output shaft 5 Vibration absorption means 51 Elastic plate 52 Damper 52a Outer plate 52b Inner plate 6 Center shaft 7 Electromagnetic solenoid 7a Amateur 8 Control cam 8a Cam ring 8b Cam ring 8c, 8d Cam groove 8e Ball 8f, 8g Mini clutch plate 11 Clutch case 11d Inner clutch plate 11e Outer clutch plate 11p plate 61 plate 63 plate 91 transmission mechanism 91 transmission mechanism section 291 transmission rear 391 transmission rear C / L clutch CLCU clutch control unit (engagement control means) ATCU AT control unit EG engine TM transmission UH unit housing

 ──────────────────────────────────────────────────の Continued on the front page (72) Inventor Toshiaki Hori 1370 Onna, Atsugi-shi, Kanagawa F-term in Unisia Gex Co., Ltd. (reference) 3J057 AA01 BB04 GA11 GA12 GA66 GC09 GE08 GE11 GE18 HH02 JJ01

Claims (7)

[Claims] 1. An electromagnetic clutch provided on the way of transmitting torque from a power source side to a driven side, current detecting means for detecting a current value flowing through the electromagnetic clutch, and pulse width modulation control for engaging the electromagnetic clutch. Learning control means for executing a torque control according to the duty signal according to the above, wherein the engagement control means stores the detected current value at the time when the friction surfaces come into contact with each other to start torque transmission when the electromagnetic clutch is engaged, as a learning value. Mode processing, at the time of engagement of the electromagnetic clutch after execution of the learning mode processing, set a slip control value larger by a predetermined value than the learning value,
And a torque shock suppression process of outputting a predetermined slip duty signal having a duty ratio of less than 100% when the detected current value decreases to the slip control value after exceeding the upward extreme value. Clutch control unit. 2. An oil temperature detecting means for detecting an oil temperature in the electromagnetic clutch chamber, wherein the engagement control means sets a slip control value based on a relationship between the oil temperature and a current value. The electromagnetic clutch control device according to claim 1, wherein 3. The electromagnetic clutch control device according to claim 1, wherein the engagement control unit outputs a duty signal having a duty ratio of 100% when executing the learning mode process. 4. The fastening control means outputs a duty signal having a duty ratio of 100% until the detected current value reaches the slip control value when executing the torque shock suppression processing. Item 4. The electromagnetic clutch control device according to any one of Items 1 to 3. 5. The system according to claim 1, wherein the engagement control means outputs a duty signal having a duty ratio of 100% after outputting the slip duty signal for a predetermined time when executing the torque shock suppression control. 1 to 4
3. The electromagnetic clutch control device according to claim 1. 6. The electromagnetic clutch control device according to claim 1, wherein said electromagnetic clutch is provided in a torque transmission path between a drive source of a vehicle and a transmission. 7. The fastening control means according to claim 1, wherein, when executing the learning mode process or the torque shock suppressing process, when the downward extreme value does not occur after the upward extreme value is obtained.
7. The electromagnetic clutch control device according to claim 1, wherein it is determined that an abnormality has occurred in the electromagnetic clutch.