JPH01115743A - Control device for automatic starting clutch - Google Patents

Abstract

PURPOSE:To reliably prevent the occurrence of engine stole during rapid brake, by a method wherein, in an automatic starting clutch capable of continuously controlling a transmission capacity, control is made so that a clutch transmission capacity is lowered according to the working fluid pressure of a brake device. CONSTITUTION:An automatic starting clutch 1 mounted on the output side of a continuously variable speed change gear is disengaged through control of the feed and discharge of an oil pressure by means of a clutch control valve 2, and the control valve 2 is controlled by means of a signal oil pressure from a solenoid valve 4 controlled by an electronic control device 20. In this case, the electronic control device 20 is provided with a reference clutch oil pressure deciding means 20a to decide an reference clutch oil pressure 20 responding to the number of revolutions of an engine and a clutch oil pressure correcting means 20b to decide a correction oil pressure P responding to a brake liquid pressure according to correction oil pressure characteristics, and outputs a control signal provided by adding the reference oil pressure P0 and the correction oil pressure P by a means 20c.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a control device for controlling sudden braking in an automatic starting clutch that can continuously control transmission capacity.

[Prior art and its problems]

Conventionally, as a clutch device for a vehicle transmission, a clutch valve is opened and operated in response to input of a brake operation detection signal.
There is a known system that reduces the load on the engine during sudden braking to prevent engine stalling (
(Japanese Unexamined Patent Publication No. 61-207229), that is, when a brake operation is performed while the vehicle is running, the detection switch outputs a brake operation detection signal, the clutch valve gradually opens as the engine speed decreases, and the clutch device It is designed to block.

In the case of the above-mentioned clutch device, if a brake operation is detected using an existing brake switch, there is a risk that the brake switch may turn ON and open the clutch valve even if the brake pedal is depressed to the extent that no braking force is applied due to play in the brake pedal or the like. Therefore, the clutch may be forced to engage and disengage frequently due to slight depression of the brake pedal, which may impair the durability of the clutch. Additionally, a separate detection switch may be provided to detect brake operation, but play in the brake pedal, mounting errors in the mask cylinder, variations in the brake fluid pressure system, etc. may cause the detection switch to become OFF.
It is difficult to always set the brake braking force at a constant value when N is applied, and there is a problem in that the disconnection characteristics of the clutch device vary from vehicle to vehicle.

[Purpose of the invention]

The present invention was made in view of the above problems, and its purpose is to reliably prevent engine stall during braking, and to prevent frequent engagement and disconnection of the clutch due to slight differences in the amount of depression of the brake pedal. An object of the present invention is to provide a control device for an automatic starting clutch with stable breaking characteristics.

[Structure of the invention]

In order to achieve the above object, the present invention provides an automatic starting clutch which is controlled to have a transmission capacity according to the control signal by outputting a control signal to an actuator. This reduces the clutch transmission capacity.

[Effect]

In other words, it is most preferable to change the clutch transmission capacity reciprocally with the braking force of the brake device, but in the conventional method of detecting brake operation when the amount of brake pedal operation exceeds a certain value, The braking force cannot be detected accurately due to various variations in the
In the present invention, the clutch transmission capacity is continuously reduced in accordance with the working fluid pressure of the brake device, which uniquely corresponds to the braking force, so when a slight braking force is applied, the clutch transmission capacity is slightly reduced, and vice versa. When a large braking force is applied, the clutch transmission capacity is significantly reduced. In this way, during sudden braking, the clutch can be completely disconnected to prevent engine stall, and even if the brake pedal is repeatedly depressed and released, the clutch will not engage or disconnect frequently, and the clutch Does not impair durability.

[Description of Embodiments] FIG. 1 shows an example of a control device for an automatic starting clutch according to the present invention.

In the drawings, the starting clutch 1 is composed of a known wet multi-disc clutch, and by controlling the oil pressure supplied to the starting clutch 1 with a clutch control valve 2, the torque transmission capacity can be continuously controlled.

The clutch control valve 2 has a spring 3 at one end, and a signal hydraulic pressure is input from a solenoid valve 4 at the other end.
The hydraulic pressure supplied to the starting clutch 1 can be continuously controlled in accordance with the signal hydraulic pressure from the electromagnetic valve 4.

An output oil passage 5 of the clutch control valve 2 is connected to the starting clutch, a drain oil passage 6 is connected to an oil reservoir 7, and an input oil passage 8 is connected to a regulator valve 9.

The regulator valve 9 regulates the discharge oil pressure of the oil pump 10 to a predetermined line pressure P, and outputs the line pressure P to the clutch control valve 2 and the modulator valve 1. The modulator valve 11 regulates the line pressure PL to a lower modulator pressure P, and supplies it to the solenoid valve 4. Solenoid valve 4
adjusts the modulator pressure P according to a control signal (for example, a duty signal) input from the electronic control device 20, and outputs it to the clutch control valve 2 as a signal oil pressure.

The electronic control device 20 includes a throttle opening sensor 21°, an engine rotation speed sensor 22. Signals are input from the brake fluid pressure sensor 23, and these signals and preset data are compared, discriminated, and calculated, and the control signals are sent to the solenoid valve 4.
It is output to.

FIG. 2 shows a block diagram of the control system of the starting clutch 1.

The reference clutch oil pressure determining means 20a determines the reference clutch oil pressure P according to the throttle opening degree and the engine rotational speed according to the engagement characteristics of the starting clutch 1 set in advance. As shown in FIG. 3, the engagement characteristic of the starting clutch 1 is set such that the reference clutch oil pressure P0 continuously increases as the engine speed increases in each region of the throttle opening θ. In other words, at a high throttle opening, the rising gradient of the reference clutch oil pressure P with respect to the engine speed is steep, and when the throttle is fully closed, the reference clutch oil pressure P0 changes to the oil pressure PC according to the creep torque, regardless of the increase in the engine speed. continue to hold. Note that when a duty control solenoid valve is used as the solenoid valve 4, the third
The vertical axis in the figure may be replaced with the reference oil pressure and may be used as the duty ratio.

The flanch oil pressure correction means 20b determines the correction oil pressure ΔP according to the brake fluid pressure according to preset correction oil pressure characteristics. That is, the corrected hydraulic pressure characteristics are such that, in addition to the case where the corrected hydraulic pressure ΔP is proportional to the brake hydraulic pressure as shown by wAA in FIG. 4, when the brake hydraulic pressure is low as shown in line B, the corrected hydraulic pressure ΔP
may be set to be approximately zero, and as the brake fluid pressure increases, the correction oil pressure ΔP increases rapidly.

Reference oil pressure P determined by the reference clutch oil pressure determination means 20a and clutch oil pressure correction means 20b, respectively.
0 and the corrected oil pressure ΔP are input to the addition point 20c.

At the addition point 20c, the reference oil pressure is P. Corrected oil pressure ΔP from
is subtracted, and a control signal corresponding to Po-ΔP is output to the solenoid valve 4. The solenoid valve 4 outputs a signal oil pressure proportional to the input control signal to the clutch control valve 2, and the clutch control valve 2 outputs a clutch oil pressure corresponding to this signal oil pressure, that is, the difference between the reference oil pressure and the corrected oil pressure (po-ΔP). ) is output to starting clutch 1.

In this way, the difference (P, -ΔP) between the reference oil pressure and the corrected oil pressure is supplied to the starting clutch 1, so when the brake pedal is depressed, the oil pressure supplied to the starting clutch 1 increases as the brake fluid pressure increases. descend. In other words, when a large braking force is applied, the transmission capacity of the starting clutch 1 is greatly reduced to prevent engine stall, and when a small braking force is applied, the reduction in the transmission capacity of the starting clutch 1 is small. , the engine brake can be effectively operated.

Further, if the brake pedal is depressed when the vehicle is stopped, the transmission capacity of the starting clutch 1 is reduced in accordance with the brake fluid pressure, and the power transmission path from the engine to the transmission is cut off, so that idling vibration can be reduced. In addition, when the vehicle is stopped, the braking force of the brake system and the creep torque generated by the starting claratie act alternately, so for example, if the brake system is not activated on a gentle uphill slope, the creep torque will cause the vehicle to stop. When the brake system is operated on a steep uphill slope, creep torque is not required, so the starting clutch 1 is disengaged. therefore,
In addition to preventing the vehicle from rolling backwards on a slope, creep torque is applied only when necessary, contributing to improved fuel efficiency.

FIG. 5 shows a second embodiment of the invention, which is similar to the first embodiment.
Rather than detecting the brake fluid pressure electrically as in the embodiment, the clutch control valve is directly controlled by the brake fluid pressure. That is, when the brake pedal 30 is depressed, the mask cylinder 31 generates brake fluid pressure, which is supplied via the conduit 32 to the wheel cylinders 33 provided on each wheel. The brake fluid pressure is also supplied to the clutch control valve 2 via the branch pipe 34, and a safety valve 35 is provided in the middle of the branch pipe 34. This safety valve 35 is
Even if the middle of the branch pipe 34 breaks, the play inside the pipe 32,
This is to prevent the liquid from leaking out. In FIG. 5, parts that are the same as those in FIG. 1 are designated by the same reference numerals, and their explanations will be omitted.

In the case of the second embodiment, when the brake pedal 30 is depressed and the brake fluid pressure increases, the clutch control valve 2 is operated to the left, that is, in the opposite direction to the direction in which the signal hydraulic pressure of the solenoid valve 4 is applied. Therefore, similar to characteristic A in FIG. 4, the correction oil pressure increases proportionally as the brake fluid pressure increases.
In other words, as the brake fluid pressure increases, the starting clutch 1
The supply oil pressure of is reduced proportionally. The second embodiment has the advantage of being simple in configuration because it does not require a sensor for detecting brake fluid pressure, a memory for storing corrected hydraulic characteristics, or software for processing brake fluid pressure signals.

Note that the starting clutch in the present invention is not limited to a wet clutch, but may be a dry clutch, and the actuator is not limited to an electromagnetic valve, but a stepping motor or the like may also be used. Further, the working fluid pressure of the brake device is not limited to hydraulic pressure, but may be pneumatic pressure.

〔Effect of the invention〕

As is clear from the above explanation, according to the present invention, the brake operating fluid pressure most accurately represents the operating status of the brake device and can be easily detected, so the transmission capacity of the starting clutch can be adjusted according to the brake operating fluid pressure. If it is lowered, it is possible to reliably prevent the engine from stalling during sudden braking, as well as to prevent unnecessary engagement and disconnection of the clutch due to slight depression of the brake pedal, and to improve the durability of the clutch. Since the brake operating fluid pressure can accurately detect the braking force without being affected by various variations in the brake device, there is no variation in the clutch disengagement characteristics depending on the vehicle.

[Brief explanation of the drawing]

FIG. 1 is a block diagram of the automatic starting clutch control system according to the present invention, FIG. 2 is a block diagram of the starting clutch control system,
FIG. 3 is an engagement characteristic diagram of the starting clutch, FIG. 4 is a characteristic diagram of correction oil pressure, and FIG. 5 is a configuration diagram of another embodiment of the present invention. 1... Starting clutch, 2... Clutch control valve, 4...
... Solenoid valve (actuator), 20... Electronic control device, 23... Brake fluid pressure sensor. Two-Jishi rotary pasture-bushi-i table king. February 4, 1986

Claims (1)

[Claims] In an automatic start clutch that is controlled to have a transmission capacity according to the control signal by outputting a control signal to an actuator, the clutch transmission capacity is reduced according to the working fluid pressure of a brake device. A control device for an automatic starting clutch characterized by: