JPH0211456B2 - - Google Patents

Description

[Detailed description of the invention]

The present invention relates to an automatic clutch control device that automatically controls the connection of a driven shaft to a driven shaft of a clutch in accordance with a determination by an electronic device, and particularly relates to clutch control during engine braking. Conventional automatic clutch devices determine the degree of clutch engagement according to the engine speed only when the vehicle is started, and control the clutch on and off when shifting after the vehicle has started. Therefore, if there is a difference between the engine rotation speed and the clutch rotation speed, there is a risk that the driver will feel uncomfortable if the clutch is suddenly fully engaged. As a means of alleviating this,
Since the difference in rotation between the two can be determined by the value of negative pressure in the engine manifold, this was used to vary the clutch engagement speed, but with this method, the negative pressure differs depending on the individual car, and The drawback was that accurate control was not possible due to the large time delay. Therefore, in a clutch device that transmits rotational power to an output shaft by a clutch, a power rotation sensor detects the rotation speed of the power, a clutch rotation sensor detects the clutch rotation speed, and a rotation speed comparison to determine the magnitude of the rotation speed of both sensors. a power rotation speed follow-up control circuit that acts on the clutch in the engagement direction as the rotation speed of the power increases when the rotation speed of the power is higher according to the output of the rotation speed comparison circuit; If the clutch rotational speed is higher than the output, the power rotational speed follow-up control circuit is deactivated and the clutch engagement is automatically terminated within a predetermined time. Determine which of the rotation speed and clutch rotation speed is larger or smaller,
When the engine speed is higher than the clutch speed, the clutch is engaged in response to the engine speed, and when the engine speed is lower than the clutch speed, the clutch is engaged according to the difference between the two speeds, and the clutch is engaged accurately. It has been proposed to engage the clutch without being shocked.
No., published on July 31, 1978: Patent Application No. 17195,
(filed on March 26, 1972). This is based on the engine speed as the main variable, and the clutch output shaft (driven shaft)
The clutch coupling force is controlled using the speed difference between the engine output shaft and the engine output shaft (clutch drive shaft) as a condition variable. Generally speaking, in a mode in which the vehicle is driven by engine power, the coupling force of the clutch is controlled in response to the engine speed, and in an engine braking mode, the coupling force of the clutch is controlled as a function of a specific time. Conventionally, in engine braking mode, the clutch is engaged uniquely at a specific time function, so depending on the driving condition, the vehicle running speed may suddenly drop during engine braking, giving the driver a shock. There are some aspects that lack smoothness, such as slow engine braking or slow engine braking. SUMMARY OF THE INVENTION An object of the present invention is to more smoothly engage a clutch in engine braking in automatic clutch control. In order to achieve this objective, in the present invention, when the throttle opening is less than a set value and the ratio of the rotation speed of the clutch driven shaft to the rotation speed of the clutch drive shaft is more than the set value, that is, when it is determined that engine braking is required. In accordance with the ratio, the clutch engagement force control signal group that provides the optimum clutch control characteristics under that ratio is specified, and the clutch engagement force control signals of that group are sequentially applied at predetermined short intervals. to the control biasing means. Since the actual clutch slip rate e (the above ratio) is a parameter that indicates the correlation between vehicle load and engine power, that is, the driving condition, clutch engagement control is performed in accordance with the slip rate e in this way. This results in smooth clutch control with less shock and delay depending on the driving condition. Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing the configuration of an apparatus according to an embodiment of the present invention, with emphasis placed on the combination with an engine and a clutch on a vehicle. engine 1
A throttle opening sensor 12 is connected to the rotating shaft of the throttle valve 11 of No. 0, a rotation sensor 20 is connected to the drive shaft (engine output shaft) of the clutch 30, and a rotation sensor 40 is connected to the driven shaft. combined. Clutch 30 is disclosed, for example, in U.S. Pat.
2738864 and U.S. Pat. No. 4,242,924, the piston is equipped with an electromagnetic pressure regulating valve 60 and an on-off valve 50.
Hydraulic pressure is applied according to the operating state of the Note that the on-off valve 50 is omitted and the pressure regulating valve 60 is fully closed (valve closed).
It may also be a controllable pressure regulating valve. Alternatively, the clutch 30 may be an electromagnetic clutch such as that disclosed in U.S. Pat. Other electrically controlled clutches may also be used. The shift lever that sets the operating mode of the transmission is equipped with a position sensor 1 that detects the set position.
3 are combined. The detection signal of the throttle opening sensor 12, the detection signal of the rotation sensors 20 and 40, and the shift lever position detection signal are subjected to digitization processing such as amplification, waveform shaping, and digital conversion at an interface (electrical processing circuit) 70. and applied to the microprocessor system 90. Connected to the interface 70 is a manual set switch 14 for instructing half-clutch operation, such as half-clutch operation during road congestion, and its set state signal is given to the microprocessor unit 90. The microprocessor unit 90 has a semiconductor read-only memory (ROM or PROM) that stores a group of clutch control signals, including clutch drive rotation speed Ne, driven shaft rotation speed No, throttle opening T〓, and shift lever position Sp. , etc., accesses the semiconductor read-only memory, reads the clutch control data, and connects the interface 7.
0 to control the pressure regulating valve 60. FIG. 2 shows the overall configuration of an embodiment of the present invention, and FIGS. 3a to 3e show details of each part. First, the clutch drive shaft rotational speed detection system will be explained with reference to FIGS. 2 and 3a. A permanent magnet gear is fixed to the clutch drive shaft, with a large number of teeth formed on the outer periphery, and adjacent teeth are magnetized with opposite polarities.A magnetic core around which a sensor coil is wound is placed opposite the teeth. The magnet gear, the magnetic core, and the sensor coil constitute the rotation sensor 20. When the magnetic gear rotates, an alternating voltage is induced in the sensor coil, which is applied to the amplification/waveform shaping circuit 72 of the interface 70 . In the circuit 72, the first operational amplifier OP1 inverts and amplifies the input alternating voltage, and the second operational amplifier OP1 inverts and amplifies the input alternating voltage.
2 performs inversion amplification and level shift adjustment, and the first and second transistors perform binarization and inversion amplification. As a result, a speed detection pulse having a frequency and a pulse width corresponding to the rotational speed of the magnet gear 20 is applied to the mono-multivibrator MM1. Mono multivibrator MM1 is triggered by the rising edge of the speed detection pulse and generates a high level “1” with a constant short width.
outputs a pulse of The output of mono-multivibrator MM1 thereby produces an engine speed detection pulse of constant pulse width and a frequency proportional to the rotational speed of the clutch drive shaft. The engine speed detection pulse is applied to counter latch circuit 74 of interface 70 via NAND gate NA1. The counter/latch circuit 74 is composed of 4-bit counters CO1, CO2, a latch LA1, and an OR gate OR1. The counter CO1 counts the engine speed detection pulses, and the counter CO2 counts the carry pulses of the counter CO1. That is, counters CO1 and CO2
This constitutes an 8-bit counter. counter
The count codes of CO1 and CO2 are updated and stored in the latch LA1 at predetermined intervals, and the counters CO1 and CO2 are cleared every time the memory is updated. Therefore, the memory data of latch LA indicates the number of engine speed detection pulses during a predetermined period, that is, the engine rotational speed. The timer circuit 73 updates the memory of latch LA1 and clears counters CO1 and CO2.
is controlled by In the timer circuit 73, the oscillation pulse of the pulse oscillator OSC is divided by a counter CO3 and NAND gates NA2 and NA3 to form a latch instruction pulse and a counter clear instruction pulse, and the counter clear instruction pulse is short-widthed by a monomultivibrator MM2. As a pulse, latch LA1 is latched (memory updated) and counters CO1 and CO2 are momentarily cleared. Next, the clutch driven shaft rotational speed detection system and the clutch driven shaft rotational direction detection system will be explained with reference to FIGS. 2 and 3b. The clutch driven shaft has
A permanent magnet gear similar to the permanent magnet gear of the sensor 20 is coupled, and two magnetic cores 41 and 42 each having a detection coil wound thereon are oppositely connected to the permanent magnet gear, and the two magnetic cores 41 and 42 each have a π They are arranged in a relationship that produces an induced voltage having a phase difference of /2. The induced voltages of the detection coils wound around the magnetic cores 41 and 42 are applied to amplification/waveform shaping circuits 75 and 76, respectively. The configuration of the circuit 75 is the same as that of the circuit 72 described above, and the circuit 75
has a configuration in which the mono-multivibrator MM1 is omitted from the circuit 72. The output pulse of the circuit 75, that is, the clutch driven shaft rotational speed detection pulse, is applied to a counter latch circuit 77 having the same configuration as the counter latch circuit 74. The latch instruction pulse and the counter clear instruction pulse applied to the circuit 74 are similarly applied to the circuit 77 by the timer circuit 73. The latch memory data therefore indicates the clutch driven shaft rotational speed.
The rotation detection pulses Nop ₁ and Nop ₂ of the amplification/waveform shaping circuits 75 and 76 have a phase difference of π/2,
It is applied to the direction determining element FF2 of the rotation direction determining circuit 78. The direction determining element FF2 is a JK flip-flop, and depending on the phase difference between the rotation detection pulses Nop ₁ and Nop ₂ , it is set to a low level "0" when the rotation of the clutch driven shaft corresponds to the forward direction of the vehicle. When it corresponds to the reverse direction, a high level "1" output is produced. FIG. 3c shows an outline of the configuration of the throttle opening sensor 12 and a processing circuit 71 (part of the interface 70) that processes its detection signal. In the throttle opening sensor 12, there are 5
electrodes 12a ₁ to 12a ₅ are formed. A slider electrode formed with five radially extending brush arms 12b ₁ to 12b ₅ is fixed to a rotating shaft connected to the throttle valve rotating shaft and electrically connected to ground potential. Throttle valve opening 0
The rotation range from % to 100% is less than 360°/5, and the brush arms 12b ₁ -12b ₅ are separated from each other by an angle of 360°/5. The first electrode 12a ₁ is connected to the first arm 12b ₁ when the opening degree is from less than 0% to less than 5%.
The second electrode 12a 2 has a width that contacts the second arm 12b ₂ from less than 5% to 35%, _{and the third electrode 12a 3 has} a width from less than 35% to less than 35%.
The fourth electrode _{12a 4 has a width that contacts the fourth arm 12b 4 at} less than 60% to 80%, and the fifth electrode 12a ₅ has a width that contacts the fifth arm 12b ₅ from less than 60% to more than 100%. As described above, in order to avoid a situation in which none of the arms 12b ₁ to b ₅ comes into contact with any of the electrodes 12a ₁ to 12a ₅ , at the opening degree of 5% and on the slightly lower opening side, the arm 12b ₁ does not contact any of the electrodes 12a 1 to 12a 5. 12a ₁ , the arm 12b ₂ contacts the electrode 12a ₂ , and at the opening degree of 35% and the slightly lower opening side, the arms 12b ₂ and 12
b ₃ contact electrodes 12a ₂ and 12a ₃ , respectively;
Arm 1 at 60% opening and slightly lower opening
2b ₃ and 12b ₄ are electrodes 12a ₃ and 1, respectively.
The arms 12b ₄ and 12b ₅ contact _{the electrodes 12a 4 and} 12a ₅ , respectively, at the 80% opening and slightly lower opening. As a result, both electrodes may be at ground level at the same time. However, in order to uniquely determine the opening detection signal even in such a state, the processing circuit 71 amplifies the potential of the electrodes 12a ₁ to 12a ₅ , and then uses inverters ZN1 to ZN4 and OR gates OR2 to OR5 to detect the opening on the low opening side. The detection signal is output with priority. Table 1 shows the throttle opening T〓 detection code for the throttle opening T〓%.

[Table] Next, install the shift lever position detection system to the 3d
This will be explained with reference to the figures. The shift lever position sensor 13 is made up of a switch 13 that is closed when it is in neutral N, and a switch ₁₃₂ that is closed when it is rebase R. These switches are connected to an amplifier circuit 79 of the interface 70. An instruction switch or manual set switch 14 for extending the half-clutch state is connected to flip-flop FF1. The correlation between the opening/closing of these switches and the status display code is shown in Table 2 below. In addition, flip-flop
FF1 is set by closing switch 14, and microprocessor unit 90 resets it.

[Table] Next, the remaining parts of the interface 70, that is, the solenoid driver 80 and D/A converter 81 that energize the on-off valve 50, and the solenoid driver 82 that energizes the pressure regulating valve 60 are shown in FIG. 3d. Explain with reference to. Microprocessor unit 90 outputs clutch control signals to its output ports O ₀ -O ₁₂ . Of these, the one outputted to _O0 is the opening/closing control signal for the on-off valve 50, and the one outputted to _O1 is the flip-flop FF1 reset control signal.
What is output to _O2 to _O12 is a pressure regulating valve control signal, that is, clutch energization control data. In the solenoid driver 80, the on-off valve control signal (O ₀ )
is applied to mono multivibrator MM3 and NAND gate NA4. The timing pulse D and the output of the mono-multivibrator MM3 are further applied to the NAND gate NA4 from the timer circuit 73 (FIG. 3a). Therefore, when the signal (O ₀ ) reaches a high level "1" that instructs the valve 50 to open, its output is at a low level "0" during the set time period of the mono multivibrator MM3, and the output of the NAND gate NA4 continues. is at a high level "1", transistor Tr ₃ is restrained off, transistors Tr ₄ and Tr ₅ are both conductive, and the on-off valve 50 is turned off.
The solenoid is continuously energized, whereby the plunger of the on-off valve 50 is driven with a strong force in the valve opening direction, and the valve 50 is opened. When the output of the mono multivibrator MM3 returns to the high level "1" after a predetermined period of time has elapsed, the output of the NAND gate NA4 fluctuates between high and low according to the timing pulse D. The duty of this pulse fluctuation is 50%
It is. Therefore, the transistor Tr ₅ is repeatedly turned on and off in synchronization with the pulse fluctuation of the timing pulse D, and the current flowing through the solenoid of the on-off valve 50 is reduced by half on a time average. However, since the plunger of the on-off valve 50 has already moved to the open position and is in contact with the suction yoke, it still remains in the valve open position. That is, at the beginning of driving the plunger, the solenoid energization level is increased to increase the driving force, and after the plunger is driven to open, the energization level is decreased to reduce the heat generation of the solenoid. An energization energizing analog signal instructed by a clutch control code (hereinafter referred to as a Cp code) is applied to the solenoid driver 82 from the D/A converter 81 . Transistor Tr ₆ controls the conductivity of transistor Tr ₇ according to the analog signal level. The solenoid of the pressure regulating valve 60 is therefore applied with a current at the level indicated by the Cp code, and the plunger of the valve 60, which has an aperture, remains in a position corresponding to the solenoid energization level. The configuration of the power supply device 110 is shown in FIG. 3d. The voltage of the main power battery on the vehicle, 12V, is determined by the constant voltage element 111.
The voltage is stepped down to 5V and made constant, and then DC/
The DC converter 112 boosts the voltage to 30V. the
The intermediate 15V between 30V and 15V is applied to the D/A converter 81 as the ground level. The configuration of the microprocessor unit 90 is
Shown in Figure e. This microprocessor unit 9
0 is a microprocessor (hereinafter referred to as CPU)
91, semiconductor read-only memory with input/output ports (hereinafter referred to as ROM) 92, 93, and semiconductor read/write memory with input/output ports (hereinafter referred to as RAM) 94. Reset circuit 10
0 is applied with a power supply of 5V. Reset circuit 10
0 is immediately after the power supply of 5V is applied, and thereafter when the reset switch 101 is closed.
A reset instruction signal is given to the CPU 91. CPU9
1 initializes the input/output port in response to this reset instruction signal. Among the elements explained above, the main IC elements are shown in Table 3 below.

[Table] ROM9 of microprocessor unit 90
Clutch control program data and clutch energization control data are stored in memory in advance at 2 and 93. First, an outline of the clutch energization control data will be explained. The clutch energizing control data is first divided into units of 0.4 seconds (1=0 to 1=8), and several groups or one group of clutch energizing control data are assigned to each of these sections. In FIG. 4, 10 groups of clutch energizing control data are assigned to the section l=0, 15 groups to the section l=1, . . . one group to the section l=8. The clutch energization control data of each group is shown in Fig. 4 as continuous values with respect to time t, but as shown by the black dots in the section l=0 in Fig. 5a, the clutch energization control data of each group is shown as continuous values with respect to time t. It is subdivided into 0.05sec units. That is, eight pieces of clutch energization control data in one group (l) of each division are read every 0.05 seconds. These clutch energization control data are stored in ROMs 92 and 93, and a clutch energization control data group is specified by i=1 to 9, j=1 to 4 and l=0 to 8, and k=1 to 8. One clutch energizing control data (one point on the graphs in FIGS. 4 and 5a) within the group is specified. When the vehicle is set to start, l is set to 0, and then 1 is added to l every 0.4 seconds. In other words, l is a time elapsed index for a predetermined time of 0.4 seconds, and for each value of l, k is added by 1 every 0.05 seconds,
When k=9, it is reset to k=1. In other words, k is used as an overtime index of the subdivision time. i is a vehicle load index, and at the start of the vehicle start (l = 0), the vehicle load is determined by the rate of change dNe/dt of the engine speed with the clutch slightly engaged, and i is determined according to the load. However, after l=1, the actual slip rate is determined by e=No/Ne. j is an engine power index and is determined by the throttle opening T〓. That is, the clutch energization control data is divided into groups by 0.4 sec division l, vehicle load i, and engine power j from the start of the start until the clutch is fully engaged, and the data for each group (8 pieces) is as follows. For each group specified by l (elapsed time), i and j, the level change rate (clutch engagement rate e/dt; t is k unit, i.e.
0.05sec unit) is specified. In FIG. 4, the division of the part where data branches within each section is done by i and j. In FIG. 4, the shaded area indicates a range where the clutch slip rate e does not actually exist when the vehicle starts. Since clutch control data is not required in this range,
No data is stored in the ROMs 92 and 93.
However, in order to prevent erroneous access to this area, the data access program described later is designed to prevent address designation in the shaded range in FIG. 4. Therefore, ROM92,
93 clutch control data is l=0 to 8, i=
1 to 9, j=1 to 4, and k=1 to 8, so there are many address parameters, but the number of data is small. To further explain the clutch control data shown in Fig. 4, it includes all data such as flat road start control, uphill start, severe uphill start, downhill start, engine brake control, etc. It is. Fig. 5a shows several types for starting on a flat road. As shown in Fig. 5a, when the throttle opening T〓 (that is, j) is small, the rate of change (dVs/dt) of the clutch energization control data (pressure regulating valve 60 control voltage) Vs is set small; If T〓 is large, it is set large. Figure 5b shows some examples of vehicles for starting uphill. In the case of an uphill road, the vehicle load is large, so the rate of change dVs/dt is set small. Fig. 5c shows a model for starting on steep slopes. On a steep slope, the vehicle load is large, so the time required to change the slip rate e from 0 to 1 is set to be the longest, and the rate of change dVs/dt is set to be the smallest. Fig. 5d shows two examples for downhill starting and engine braking. When starting on a downhill slope or during engine braking, the rate of change dVs/dt is set large because the vehicle can drive the engine. In addition to the clutch energizing control data described above, the ROMs 92 and 93 store clutch control program data for controlling the clutch. 6a to 6i show the clutch control operation of the CPU 91 based on the program data. below,
The operation of microprocessor unit 90 will be described in detail with reference to these drawings. (1) Vehicle load judgment at the start of clutch control and clutch control in the first section l=0: When the CPU 91 is powered on, it initializes the input/output ports I ₀ to I ₂₆ and O ₀ to O _12. , the output port _O0 to the on-off valve 50 is set to a low level "0" instructing the valve to close. Then, the output ports O ₂ to _{O 12} to the pressure regulating valve 60 are supplied with a signal that is insufficient for clutch engagement, that is, a clutch slip rate e.
Clutch control data Vs ₁ is set to set a minute oil pressure that can maintain substantially zero. Next, read the shift lever position (SP code), and if it is neutral N, wait. When it becomes drive D or reverse R, the output port
O Set high level “1” to ₀ and open/close valve 50
Let's open. As a result, a hydraulic pressure substantially corresponding to e=0 is applied to the clutch 30. CPU
91 is then the engine rotation speed (Ne code)
If the engine speed Ne is less than 900 rpm, the engine is idling and there is no starting bias (accelerator pedal depressed), so wait for the engine to start biased (900 rpm or higher; accelerator pedal depressed). When the speed exceeds 900 rpm, the rotation speed (No code) of the clutch driven shaft is also read to calculate the actual slip rate e. At this stage, if the vehicle is not on a downhill road, e0 is true, and if the vehicle is on a downhill road, e≧0. Above is Figure 6a. When the vehicle is virtually stopped (e≦0.1→YES), the CPU
is the vehicle load detection flow (Figures 6b to 6d)
Figure). In the vehicle load detection flow
CPU91 first determines the throttle opening (T〓 code)
If the throttle opening θ is less than 60%, the engine power setting is relatively low, so refer to the engine speed Ne and determine the speed at which it is possible to start.
Check whether it is above 1200 rpm. If the engine speed is less than 1200rpm, it will not be possible to start, so wait until the throttle opening is at least 60% or the engine speed is at least 1200rpm. When T≧60% or Ne≧1200rpm, the CPU 91 reads the rotation speed (No code) of the clutch driven shaft,
If it is zero, the output port to the pressure regulating valve 60
Predetermined control data Vs ₂ that makes the slip rate e slightly larger than zero is set in O ₂ to O ₁₂ . Then, the engine rotation speed Ne is read every 0.05 sec, and the value Ne read this time is compared with the value Ne ₁ read 0.05 sec earlier to determine whether Ne−Ne ₁ ≦0. In other words, wait for the engine speed Ne to decrease due to the application of Vs ₂ . When Ne decreases, it is determined that the clutch has engaged slightly (clutch engagement has started), and the CPU
Store the Ne code in register Ne ₁ (engine speed update memory) and clear rotation register l. Then, after 0.1 seconds, read the Ne code again and find the engine speed change rate dNe/dt=Ne ₁ −
Calculate Ne. When the vehicle load is large (when the vehicle is heavy or when going uphill)
When dNe/dt is large and small, dNe/dt is small. Therefore, in the clutch control of the first interval l = 0 (l is the content of register l), register k that determines the subdivision time address is set to 1 (first data specification).
is set, and the load display code i is stored in register i according to the previously calculated dNe/dt, that is, the vehicle load.
(i is the content of register i) (the above is shown in FIGS. 6b and 6c). The correlation between the timing of such load judgment and the behavior of Ne is shown in Section 7a.
7b and 7c. Fig. 7a shows the case of starting on a flat road, Fig. 7b shows the case of starting on an uphill road, and Fig. 7c shows the case of starting on a steep uphill road. Incidentally, Fig. 7d shows the speed change of the clutch driven shaft in the engine braking mode during running, which will be described later. Next, referring to the flow shown in FIG. 6d, the CPU 91 reads the T code, and
T〓 code, that is, an engine power display code j (j is the content of register j) is stored in register j according to the engine power. In the above, a code that instructs register l to l=0 (first section), a code that instructs register k to k=1 (first data), a code that indicates vehicle load i to register i, and a code that instructs register A code j indicating engine power j is stored in j. At this point, Fig. 4, Fig. 5a, Fig. 5b,
This corresponds to the origin of the graphs in Figures 5c and 5d. Therefore, the CPU 91 determines the read address using the data in these registers i, j, k, and l, and reads one group (one group consists of eight (consists of clutch bias control data)
The first clutch control data (k=1) of
Read from ROM92 or 93, output register Cp
and set the output to output ports _O2 to _O12 . As a result, the next clutch control voltage Vs ₃ (l=0, k=1) after Vs ₂ is applied from the D/A converter 81 to the solenoid driver 82, and the solenoid energization level of the pressure regulating valve 60 is changed.
Vs ₃ , the opening degree of the valve 60 increases, the engagement pressure of the clutch 30 increases, and the slip rate e increases. After that, the CPU 91 increments the contents of register k by 1 every 0.05 seconds and writes i, j, k, and l to ROM 92 or 93.
, reads the next clutch control code Vsx, stores it in register Cp, and outputs the output port O ₂ ~
O Set output to ₁₂ . Then, when the content k of register k becomes 9, the content l of register l is set to l=1
shall be. This completes the clutch control for the first section l=0. Note that the first
In the control of the interval (l=0), i, j
Note that no updates are made to and l. It should also be noted that vehicle load detection is performed by detecting a downward transition in engine speed, calculating dNe/dt, and classifying its values. (2) Selection and reset of the clutch control mode after starting clutch control: When the CPU 91 stores 1 in the rotation register l and sets l=1, it reads the shift lever position (Sp code) and determines whether it is in neutral. If it has changed to N, the process returns to the start setting wait shown in FIG. 6a (this also includes waiting for a change from neutral N to drive D or reverse R during driving). If it is still drive D or reverse R, the CPU 91 changes the throttle opening.
T〓 is read, and if it is the idle command opening (less than 6%; accelerator released), it is determined that a start/stop (including vehicle stop and engine brake) is commanded, and the shift lever position shown in Fig. 6a is determined. Return to reading. When T〓 is the opening degree that instructs progression (T〓≧6%), the CPU 91 then resets the register k to k=1, reads the Ne code and the No code, and calculates the slip ratio e. Since the slip rate e at this time corresponds to the vehicle load, the value of i is determined according to the value of e and is stored in the register i. In addition, the second section l
= 1, as shown in Figure 4, the slip rate setting value is 0.2 or more, so the slip rate of 0.2 or more is the subject of judgment, but in the section where l = 2 or more, which will be described later, As shown in Fig. 4, the value of e to be judged is limited to the higher side, so the lower limit of the slip rate to be judged is sequentially shifted to the higher side (see the lower limit of Fig. 6e). Figure 6f from half). Continuing the explanation assuming that there is a flow in the second section of l=1, CPU9
1 then reads the throttle opening degree (T code), determines i according to the throttle opening degree, and stores it in register i. Then, the judgment “I ₂₅ =
"1"? If the half-clutch operation is set, the sampling time tt for updating the k value is set to a long value of 0.1 sec, and if the half-clutch operation is not set, it is set to the standard value of 0.05 sec. Then, the contents of registers i, j, k and l (i, j, k and l) are stored in ROM92 or 93.
It determines the read address of the clutch control code Vsx, stores it in the output register Cp, and sets the output to the output ports _O2 to _O12 . Then, after taking the time limit of tt, change k from k=1 to k=2
Change to , read the ROM data in the same way, and do the following:
The value k is incremented every tt time period, and when k=9, the contents of the register I are incremented by 1 and the process returns to reading the shift lever position shown in FIG. 6d (from the lower part of FIG. 6d to FIG. 6g). In addition,
In principle, each clutch energization control data group includes eight pieces of clutch control data, one of which is specified by k=1 to 8, and the clutch control data Vsm corresponding to e=1 After reading out and setting the output, the clutch 30 is set to a slip rate e=1, so the clutch on control from disengagement to full engagement has been completed.
Therefore, before the ROM data read step in Figure 6f, the contents of the output register Cp are compared with the e=1 setting code Vsm, and if the contents of the output register Cp is Vsm, reading of the ROM data is skipped. There is. This allows the data group to have k=
If i, i<8 includes Vsm, k=i
Data greater than or equal to +1 is omitted. Therefore, after the output to the pressure regulating valve 60 reaches Vsm,
If this is maintained and the throttle opening becomes the idling opening (engine braking),
In the third step of Fig. 6e, the shift lever position detection of Fig. 6a is returned to, and when the shift lever position becomes neutral N, the clutch disengagement of Fig. 6a is performed in the first step of Fig. 6e. Return to the previous step. As long as T≧6% and the shift lever position is in drive D or reverse R, the clutch control code Vsm instructing e=1 continues to be set at _O2 to _O12 . In summary, the shift lever position
Sp, vehicle load i and engine power j are
0.4sec (when tt=0.05sec. When tt=0.01sec
Every 0.8 sec), clutch control is performed according to the settings or status of each reading, and data groups i, j, and elapsed time are read every 0.4 sec until e = 1 (Vsm). Selected by l, every 0.05sec within 0.4sec interval,
Output clutch control data Vsx within the selected group is changed. Therefore, if the vehicle load i or engine power j changes between starting clutch engagement control from e=0 and ending clutch engagement control at e=1, the rate of change in clutch engagement (de /dt or dVs/dt)
As a result, clutch engagement control is performed appropriately depending on both the road condition and the driver's accelerator operation. To further explain this with reference to the drawings, as shown in Fig. 8a, when the throttle opening is 50% and the throttle is on an uphill road with an inclination α = 14° at the clutch engagement control start point (origin), l By =1, the throttle opening is 100%, and when α = 0°, the opening will be 100% at the next l = 1.
% and the current slip rate e according to α=0°, dVs/dt is set large, and clutch engagement (e=1) becomes faster. In the opposite case, as shown in FIG. 8b, as the throttle opening degree decreases and the vehicle load increases, dVs/dt is set smaller and clutch engagement (e=1) becomes slower. (3) Clutch control when starting on a downhill road and during engine braking: When starting on a downhill road, if the slope is gentle, this is the same as the normal starting described above, and the vehicle load dNe/dt is small, so l = 0. In the interval, a data group with large dVs/dt is identified, and similarly, e is large even when l = 1, 2,...
Data groups with large dVs/dt are identified,
Clutch control is performed early at e=1.
If the slope is steep, the vehicle will start running even if the vehicle itself does not receive engine power when starting, and the determination "e≦0.1?" at the bottom of Figure 6a will be incorrect.
The result is NO, and the clutch control jumps to the engine brake control flow shown in Figure 6h. In engine brake control, the CPU 91 calculates the actual slip rate e
is less than 1 (because e>0.1 or more)
It is determined that it is a slope start and the l=0 control section is skipped, and l=1 in the rear part of Fig. 6d and below Fig. 6e.
Skip to the subsequent clutch control. In other words, if the clutch slip rate (No/Ne) has already increased to some extent, the control section where l=0 is skipped. During engine braking, T〓≦5%
Therefore, at the third step in Fig. 6e, the process jumps to the step in Fig. 6a, where the clutch is turned off.
The CPU 91 calculates the actual slip rate e, and if the engine brake is enabled state e>1, the CPU 91 calculates the actual slip rate e.
If 1<e≦2, the vehicle load is negative and the absolute value is small, and 10 is stored in register i. If 2<e, the absolute value is large, and 11 is stored in register i. And CPU91 is
A read address is determined based on the contents of registers i, j, k, and l, and clutch control data Vsx is read from ROM 92 or 93, stored in output register Cp, and output set to output ports _O2 to _O12 . Note that before entering the flow shown in Fig. 6h, the last step e≦ of the flow shown in Fig. 6a is
0.1? = NO and registers i, j, k, l and
Since Cp has been cleared, at this point, i
=10or11, k=1, l=0. CPU is k
After completing the reading set of data of =1
The ROM data is read out by incrementing k by 1 every 0.05 seconds to update the memory of the register Cp, and update the output ports _O2 to _O12 . Then, the value of k is monitored, and when k = 33, that is, 0.05 x 33 = 1.65 seconds have passed since the start of clutch engagement, clutch engagement control has ended in any engine brake control mode ( In other words, since Vsm is set in O ₂ to _{O 12} ), the shift lever position Sp is read, and if the shift lever position is neutral N, the process jumps to the step of FIG. 6a. If there is no change in the shift lever position, read the throttle opening T〓 and engine speed Ne, and when T〓≦60%, Ne≧900rpm or T〓>60
%, as long as Ne≧1200rpm, Vsm (e=1)
do not change. T〓≦60%, Ne＜900rpm and
If T > 60% and Ne < 1200 rpm, there is a risk of engine stop, so jump to the step in Figure 6a to release the clutch. That is, during engine braking, a clutch release (OFF) region is defined as shown in FIG. 8e. (4) Clutch control when repeatedly driving forward and backward: When driving the vehicle out of mud, overcoming obstacles on the road, or when turning at a narrow T-junction, the clutch must be controlled in forward and reverse directions within a short period of time (drive D,
When the clutch output shaft is rotating in reverse, the shift lever position is set to drive D, or when the clutch output shaft is rotating forward (drive), it is set to reverse R. At this time, CPU91
is the clutch driven shaft rotation direction signal (output of the determination circuit 78: input port _I16 ) and the shift lever position Sp, it is determined whether the rotation direction of the clutch driven shaft is the same as the setting of the shift lever position. When the shaft rotation direction is opposite to the shift lever setting, clutch ON control is started after waiting 0.2 seconds for the rotation of the clutch driven shaft to decrease. Therefore, normally the slip rate (Vsx) of the clutch 30 is controlled as shown by the solid line in FIG. 8c, but when the clutch driven shaft is rotating in the opposite direction to the shift lever setting, the clutch is not engaged. In this case, the signal is delayed by 0.2 seconds as shown by the dotted line. This prevents the engine from overloading and stalling. (5) Manual half-clutch setting: When the flip-flop FF1 is set by closing the manual set switch 14, the input port _I25 is at a high level "1".
The CPU 91 reads the input port I ₂₅ after setting i and j in the clutch control after l=1 (from the bottom of Fig. 6d to Fig. 6g).
“I ₂₅ = “1” in the f diagram? "), if _I25 is "1", the data update timing tt is set to 0.1 sec.
As a result, when I ₂₅ is "1", k is
Incremented every 0.1sec, 1 section (l=
1, l=2,...) becomes 0.8sec. I ₂₅ is “0”
When , the tt setting is 0.05sec and k is
Incremented every 0.05sec, 1 section is 0.4sec
It is. Therefore, when I ₂₅ is "0",
As shown in Figure 8d, the slip rate is 1 in t ₁ hour.
(Vsm), but when I ₂₅ is "1", the slip rate is set to 1 (Vsm) at 2t ₁ hour, and the half-clutch time is doubled. Therefore, when the road is congested and the distance between vehicles is short, the driver only needs to close the manual set switch 14 momentarily before starting the vehicle. The flip-flop FF1 with I ₂₅ = "1" is reset once the clutch is set to e=1 (Vsm) in the engine brake mode in the engine brake control flow shown in FIG. 6h. This reset is performed by outputting "0" to the output port _O1 of the CPU 91. Therefore, clutch ON control with a long half-clutch time is performed from when the manual set switch 14 is momentarily closed until the engine brake is applied, that is, until the vehicle accelerates after exiting the traffic jam and then decelerates with the engine brake. The contents of (1) to (5) above are summarized as follows. (a) Clutch ON control is started on the condition that the shift lever is set to drive D or reverse R and the engine rotation speed Ne≧900 rpm. (b) At the starting point of clutch ON control, there are two states: one in which engine power is required to drive the vehicle and one in which engine power is required to brake the vehicle, at the actual slip rate e when the clutch slip rate is set to e = 0. people are classified. (c) The state in which engine power is required to drive the vehicle is that when the actual slip rate e>0.1, the first control section l=0 is skipped and the second control section l=0 is set.
The clutch is divided into a state in which the clutch should be turned on from 1 and a state in which the clutch should be turned on from the first control section l=0 where the actual slip rate e≦0.1. In the former case, the clutch ON control immediately proceeds to the second section l=1 in (e), which will be described later. (d) When performing clutch ON control from l = 0, since the actual slip rate e is small, first a certain minute clutch engagement level (Vs ₂ ) hydraulic pressure is applied to the clutch to detect the load, and then A decrease in engine speed Ne is detected, and after detecting the decrease in Ne, dNe/dt is detected, and this
Vehicle loads such as vehicle weight and road slope are determined from dNe/dt. Furthermore, the engine power is determined by the throttle opening T〓, and the data group (Vsx = f(t)) having the appropriate clutch ON change rate (dVs/dt) in the first section l = 0 is determined using this vehicle load and engine power. specified, Δt=
The clutch control signal Vsx is changed in time units of 0.05 seconds. The l=0 interval is ₈ 〓 ^k=1 Δt=0.4sec. After passing this interval l=0, the second interval l
Shifts to clutch ON control with =1. (e) In the clutch-on control in the second section l=1, the actual slip rate e is used as the vehicle load judgment index, and the throttle opening is used as the engine power judgment index as in the first section. A clutch control data group Vsx=f(t) having an appropriate clutch ON change rate (dVs/dt) in the second interval (l=1) is specified, and the clutch control signal Vsx is changed in a time unit of Δt=ttsec. Ru. The l=1 section is ₈ 〓 ^k=1 tt=0.4 or 0.8 sec.
After passing this interval l=1, the clutch ON control shifts to the third interval l=2. The clutch ON control for the l=2 section is also the same as that for the l=1 section.
Clutch ON control for l=3, 4, . . . is performed in the same manner. However, the clutch control signal specifies e=1 in any period after l=0.
When vsm is reached, the update of clutch control data is stopped, and ₈ 〓 ^k=1 Δt=0.4sec (however, half clutch operation is specified
When I ₂₅ = "1", read the shift lever position Sp, actual slip rate e, and throttle opening T = at intervals of ₈ 〓 ^{k = 1} Δt = 0.8 sec), and when Sp = neutral N, the clutch is OFF (e = 0 designation) and returns to the above (a), and when T<6%, the state returns to the above (b) state determination. (f) If it is determined in (b) above that engine power is required for vehicle braking, clutch ON control for engine braking is performed. In this case, the time until the clutch is fully engaged is set to be shorter than when the clutch is disengaged, and after the clutch is fully engaged (Vs = Vsm), the shift lever position Sp, throttle opening T〓 and engine speed are continuously changed. The speed Ne is monitored, and when the engine brake becomes impossible, the clutch is turned off (e=
0 designation) and return to (a) above. (g) In (d) above, if the rotational direction of the clutch driven shaft is different from the shift lever position Sp, the hydraulic pressure at the minute clutch engagement level (Vs ₂ ) is applied after a delay of a predetermined time of 0.2 seconds. (h) In the clutch ON control after l = 1 in (d) above, if flip-flop FF1 is in the set state (I ₂₅ = "1"), Δt = tt = 0.1 sec, 1 section of l ₈ 〓 ^{k = 1} Δt=0.8sec, e≒0 (Vs=Vs ₂ )
The time it takes to set e=1 (Vs=Vsm) from
This is twice that in the FF1 reset state (I ₂₅ = "0"). In other words, the half-clutch state is doubled. Flip-flop FF1 is set by momentary closing of manual set switch 14, and reset by setting Vs=Vsm during engine braking. As described above, according to this embodiment, the clutch
From the ON control starting point, a clutch control data group is specified using engine speed (Ne), actual slip rate (e), vehicle load (dNe/dt), and engine power (T〓), and then for a predetermined time ( ₈ 〓 ^{k =1} Δt),
The clutch control data group is updated according to the vehicle load (actual slip rate e), engine power (T〓), and clutch ON control elapsed time (l), and even within a predetermined time ( ₈ 〓 ^k=1 Δt). Since the clutch ON control data is updated in subdivision time units Δt, the clutch slip rate is appropriately controlled in accordance with vehicle driving conditions and road conditions, and also in accordance with time changes, and changes smoothly and quickly. Therefore, sudden changes in vehicle speed are eliminated, engine revving and engine stalling are eliminated, and clutch automatic ON control is performed extremely smoothly. Engine braking is likewise performed automatically, smoothly and quickly. Even if you frequently switch the shift lever position between drives D and R for a short period of time, such as when overcoming obstacles on the road, escaping from mud, or making right-angle turns at narrow T-junctions, the engine will not start up or stall. do not have. Also,
In road traffic jams, a long half-clutch run can be manually set. Note that although one specific embodiment has been referred to in the above description, the present invention may be implemented in other embodiments. For example, the throttle opening sensor 12 may be replaced with an absolute rotary encoder using a potentiometer, contact electrode, or photointerrupter, and an A/D converter may be used to convert the analog opening signal to digital if necessary. Good too. In any case, any device that can convert the throttle opening degree or a physical quantity associated therewith into an electrical signal may be used. The rotational speed detection of the clutch drive shaft and driven shaft is similar, and a photo encoder or a finger speed generator may be used.
An integrating circuit may be used instead of the pulse counter, and the analog speed signal may be converted by an A/D converter. In the electronic control device, the microprocessor system 90 may be replaced by a combination of a ROM and a counter circuit for setting addresses, and reading of the ROM may be controlled by logic gates, flip-flops, counters, etc. As described above, the present invention achieves the intended purpose.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing an outline of the configuration of an embodiment of the present invention in combination with a vehicle; FIG. 2 is a block diagram showing the entire configuration of an embodiment of the present invention in slightly more detail; FIGS. 3a and 3a. 3b, 3c, 3d, and 3e are circuit diagrams showing in detail the respective configurations of the blocks shown in FIG. 2; FIG. 4 is a ROM block diagram.
Graphs showing the outline of the clutch control data stored in 92 and 93; Fig. 5a, Fig. 5b, Fig. 5
Fig. c and Fig. 5d are graphs showing a part of the data shown in Fig. 4, respectively, and are used for flat road start control, uphill road start control, severe uphill road start control, and engine brake control, respectively. Figures 6a, 6b, 6c, 6d,
6e, 6f, 6g, 6h, and 6i are flowcharts showing the clutch control operation of the CPU 91 based on program data in the ROMs 92 and 93; FIGS. 7a and 7b.
Figures 7 and 7c are graphs showing changes in engine rotational speed Ne when starting on a flat road, starting on an uphill road, and starting on a steep uphill road, respectively; Figure 7d shows the change in clutch driven shaft rotational speed No during engine brake control. Graphs showing the changes; Figures 8a and 8b are graphs showing the clutch ON control characteristics when the vehicle load and throttle opening change with the clutch in the half-engaged state; and Figure 8c is the graph showing the range in which the engine brake can be set and the range in which it cannot be set. This is a graph showing. Fig. 8d is a graph showing the clutch ON control characteristics when the clutch is set to manual half, and Fig. 8e is a graph showing the clutch ON-OFF range with respect to throttle opening and engine speed. 50: Opening/closing valve (clutch control means), 60: Pressure regulating valve (clutch control means), 12a ₁ to 12a ₅ : Fixed electrode, 12b ₁ to 12b ₅ : Slider arm, 2
0, 72, 73, 74: Ne speed detection means, 40,
73, 75, 77: No speed detection means, 40, 7
5, 76, 78: Vehicle traveling direction determining means, 80,
81, 82: Clutch control energizing means, 90: Electronic control device, 12, 71: Throttle opening detection means, 14, FF1: Clutch control mode specifying means,
13, 79: Vehicle operation setting detection means.

Claims (1)

[Scope of Claims] 1. Speed detection means for detecting the rotation speed of the clutch drive shaft; Speed detection means for detecting the rotation speed of the clutch driven shaft; Throttle opening degree detection means for detecting the opening degree of the throttle valve; Clutch control means for controlling the engagement force; Clutch control energizing means for energizing the clutch control means; and Clutch control energizing means for energizing the clutch control means; and when the throttle opening is below a set value and the ratio of the rotational speed of the driven shaft to the rotational speed of the clutch drive shaft is above the set value. An automatic clutch control device comprising: an electronic control device for applying a predetermined clutch engagement force control signal to a clutch control biasing means in accordance with the ratio and the passage of time. 2 The electronic control device includes a plurality of clutch engagement force control signals that are read out over time based on the ratio of the rotational speed of the driven shaft to the rotational speed of the clutch drive shaft. 2. The automatic clutch control device according to claim 1, wherein one group of clutch engagement force control signals is specified and the clutch engagement force control signals of that group are sequentially applied to the clutch control biasing means at predetermined short intervals. 3. The electronic control device detects that when the throttle opening is below the set value and the rotation speed of the clutch drive shaft is above the set value,
When the ratio of the rotational speed of the driven shaft to the rotational speed of the clutch drive shaft is equal to or higher than a set value, a predetermined clutch engagement force control signal is applied to the clutch control biasing means in accordance with the ratio and the elapse of time. Automatic clutch control device according to scope 1 or 2. 4. After applying one group of clutch engagement force control signals to the clutch control urging means, the electronic control device instructs the clutch control urging means to release the clutch when the rotational speed of the clutch drive shaft and the throttle opening enter the set ranges. 3. An automatic clutch control system according to claim 2, which provides an instructing clutch control signal.