JPH0341223A - Automatic clutch controller - Google Patents

Abstract

PURPOSE:To reduce damage to a clutch by integrating and compensating the amount of clutch engagement if a vehicle can not be started to travel after a gear is set at start gear-shift position despite the fact that the speed of an engine rises and the input rpm is below a specified limit. CONSTITUTION:A controller 10 judges that slipping is produced in a clutch 6 if a vehicle can not be started to travel even after an output signal for start gear-shift position is transmitted from a gear-shift position sensor 11 and the depressing of an accelerator 2a is detected by a sensor 2 despite the fact that the rise in speed of an engine 1 is detected by an rpm sensor 3 and the rpm of an input shaft 5 connected to an automatic transmission 8 detected by an rpm sensor 4 is below a specified limit. It controls a clutch actuator 7 so that it integrates and compensates the amount of clutch engagement. Thus, the rise in speed of the engine can be prevented to reduce damage to the clutch.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an automatic clutch control device, and more particularly to an automatic clutch control device that is controlled in cooperation with an automatic transmission.

[Prior Art] In recent years, automatic transmission vehicles have become widely used due to their ease of operation.This automatic transmission uses a microcomputer-based control device to control the vehicle status and accelerator. The optimum gear position is determined according to the amount of pedal depression, and the transmission is automatically controlled.

In this case, in a vehicle equipped with an automatic clutch, the clutch is automatically engaged when the transmission is shifted by 1 tl; It is necessary to finely adjust the amount in accordance with the amount of accelerator depression.

A clutch control system for this purpose is disclosed in Japanese Patent Application Laid-Open No. 63-72922 by the present applicant.

In this method, basic predetermined clutch control data (clutch engagement amount and clutch engagement speed) determined by accelerator depression amount, engine rotation speed, input shaft rotation speed, etc., and clutch basic engagement of this clutch control data are used. The data for finely adjusting the clutch engagement amount is stored in the memory, and the value manually set by the fine adjustment amount setting means (potentiometer or multi-contact changeover switch, etc.) for the clutch engagement amount is read and corresponding to this value is stored. The 0 adjustment amount is read from the memory and added or subtracted from the basic clutch engagement amount determined by the accelerator depression amount, engine speed, input shaft rotation speed, etc., and the clutch is adjusted based on the clutch engagement amount obtained as a result. The engagement control is performed.

(Problems to be Solved by the Invention) In such conventional devices, the setting of the fine adjustment amount setting means relies on the driver's sense of clutch engagement.For example, when replacing the clutch plate, fine adjustment is required. If you forget to adjust the amount setting means or adjust it incorrectly, the amount of clutch engagement may be too high, causing the engine to stall, or the amount of engagement may be insufficient, resulting in damage to the clutch due to engine revving. was.

Among these, the problems caused by excessive engagement of the clutch have been discussed in Japanese Patent Application No. 63-170, which was already disclosed by the present applicant.
Various measures have been taken in No. 451, etc.

On the other hand, if the clutch engagement amount is adjusted correctly, Figure 2 (b)
), as shown by the dotted line, there is almost no engine revving, but if the rotation speed of the impact shaft increases along the dashed-dotted line due to a setting error in the fine adjustment amount setting means, the engine speed increases as shown by the diagonal line in Fig. 2. This will cause the air to blow up.

Therefore, in the automatic clutch control device that performs latch engagement control as described above, the present invention provides an automatic clutch control device that performs latch engagement control as described above. The purpose is to eliminate injuries to employees.

[Means to solve the problem]

In order to achieve the above object, the automatic clutch control device according to the present invention includes a gear position detection means, an engine load detection means, an engine rotation speed detection means, an input shaft rotation speed detection means, and each detection means. Control means for increasing the clutch engagement amount by the clutch actuator if the current gear from the output is the starting gear and the engine speed increases due to the accelerator depression amount and the input shaft rotation speed is below a set value and the engine cannot start. It is equipped with.

Further, the present invention includes a means for finely adjusting the amount of clutch engagement, and the control means is capable of increasing the amount of clutch engagement up to a predetermined integrated value at which clutch slippage is perceivable.

Furthermore, in the present invention, when the accelerator depression amount is in an idle state or the clutch engagement amount shows a value of a fully engaged or disengaged state, the control means controls the cod.

The correction integrated value of the amount of engagement can be cleared.

Further, in the present invention, when the control means increases the clutch engagement amount to a specific value that is equal to or less than the predetermined integrated value, it is also possible to generate an alarm signal to the clutch engagement amount adjusting means. .

[For production]

In the present invention, the control means detects when the current gear is a starting gear based on the output of the gear position detection means and when the accelerator is depressed and the vehicle is about to start based on the output of the engine load detection means. For example, the engine speed detected by
(Refer to (b) in the same figure) If the engine speed exceeds the set value and the impact shaft rotation speed detected by the impact shaft rotation speed detection means cannot be started below the set value (see figure (b)), the amount of clutch engagement is insufficient. By determining that the clutch is in a slipping state and controlling the clutch actuator, cumulative correction is performed so that the clutch engagement amount becomes larger (see (C) in the same figure).

In this way, the insufficient clutch engagement amount can be automatically adjusted without requiring any special adjustment operation.

Since this kind of cumulative correction of the clutch engagement amount will be performed every time the vehicle is started, a predetermined upper limit value of the cumulative value of this increase correction of the clutch engagement amount is determined, and this upper limit value ■ (in the figure (See (C)). However, in this case, the upper limit ■ is set to a value that allows clutch slippage to be perceived, so the driver can perceive that the clutch is still slipping, and the clutch is not engaged as in the conventional example above. If there is a means for finely adjusting the amount, this can be adjusted, and the state shown by the dotted line in FIG. 3(b) can be approached.

Further, when the accelerator depression amount detected by the engine load detection means indicates an idle state, or the clutch engagement amount detected by a clutch position sensor indicates a fully engaged or disengaged state, the control means controls the clutch. The correction integrated value of the engagement amount can be cleared.

In addition, a specific setting value below this upper limit ■ ((C) in the same figure)
(see), an alarm signal can be generated to notify the driver that the clutch is slipping, prompting the driver to replace the clutch, or the conventional method described above. By prompting manual adjustment using the adjusting means, it is possible to approach the state shown by the dotted line in FIG.

(Embodiment) Fig. 1 shows an embodiment of the automatic clutch control device according to the present invention. 3 is a rotational speed sensor for the engine l; 4 is a rotational speed sensor for the impact shaft 5 of the transmission 8; 6 is a clutch; 7 is a clutch actuator for operating the clutch 6 in close contact; 7a is a clutch position sensor that detects the stroke amount of the clutch actuator 7, 9 is an actuator for gear shift provided in the transmission 8, 10 is a controller as a control means including memory, 11 is a gear position sensor, 12 13 is a fine adjustment amount setting means similar to the conventional example described above, and 13 is an alarm lamp.As the load detection means, a load sensor that detects the throttle opening may be used, and the input shaft 5 The rotational speed is determined not by the input shaft sensor 4 but by the rotational speed sensor of the countershaft of the transmission or the vehicle speed sensor, and the detected vehicle speed and the selected gearshift Ja are detected.
It may also be determined from the gear ratio of 8.

FIG. 3 is a flowchart showing an example of a control program at the time of clutch engagement that is stored and executed in the controller IO shown in FIG. 1, and FIG. FIG. 3 is a flowchart of a program for correcting.

Hereinafter, the operation of the automatic clutch control device according to the present invention shown in FIG. 1 will be explained based on these figures. This program is executed at regular intervals, and when the clutch engagement control program shown in FIG. 3 starts, the controller 10 first determines the optimum engagement amount of the clutch clutch (step Tl in FIG. 3). .

Various methods have been proposed for determining the amount of clutch engagement; for example, there is a method disclosed in Japanese Patent Laid-Open No. 63-61644, which will be briefly explained based on FIGS. 1 and 5. do.

Accelerator depression amount (throttle opening) from the output of sensor 2
The amount of clutch engagement corresponding to the amount of accelerator depression is read out from the memory map shown in FIG. 5(a) stored in advance.

Next, the rotational speed of the engine 1 is read from the engine rotational speed sensor 3, and the clutch engagement amount corresponding to the engine rotational speed is read from the memory map shown in FIG. In this case, the reason why the clutch engagement amount is zero at the initial stage until the engine speed reaches 8, that is, the clutch is disconnected, is because the rotation speed sensor 3 starts up with a delay in the accelerator depression amount as shown in FIG. If the clutch engagement amount is controlled only using the memory map shown in (a) of the same figure as shown above, when the accelerator is released, the clutch engagement amount will be -0, resulting in a clutch disengaged state and the engine brake will not work. .

In order to avoid this, by reading the rotation speed of the input shaft 5 from the rotation speed sensor 4 and reading the clutch engagement amount (zero or 100%) corresponding to the rotation speed from the memory map shown in FIG. When the vehicle speed exceeds a certain value (input shaft rotational speed B), the clutch engages to apply engine braking.

Then, the engagement amount of the clutch 6 is determined by calculating the sum of the above-mentioned engagement amounts.

Once the clutch engagement amount is determined, a correction value for this clutch engagement amount is further determined. Regarding this correction value, the controller 10 first reads the setting value by the fine adjustment amount setting means 12, and determines the adjustment amount corresponding to this setting value (step T2 in FIG. 3). Then, a correction integrated value determined based on FIG. 4 as described later is added to this adjustment amount (step T3). However, since the first corrected integrated value is 0°, the new corrected latch engagement amount is the determined clutch engagement amount + adjustment amount.

When the final latch engagement amount is determined in this way, an output signal indicating this engagement amount is given from the controller IO to the Thalassotia actuator, and this clutch actuator 7 controls the clutch 6 according to the engagement amount. The division control is performed (step T4).

Figure 4 shows the clutch engagement amount 9n executed according to Figure 3.
This is a program for determining whether or not the amount of engagement is appropriate, and correcting the amount of engagement if it is not appropriate.

In FIG. 4, the controller IO first checks whether the current gear is the starting gear (usually the second gear in the case of a large vehicle) based on the output of the gear position sensor 11. Step 31 in Figure 4). However, this means that the control mH history of the gear stage actuator 9 is controlled by the controller IO.
You can also check it by memorizing it.

When in the starting gear, the accelerator pedal 2a is then pressed.
To check whether the is in the released state,
The accelerator filling amount detected by the sensor 2 is compared with a set value (step S2).

Then, as shown in FIG. 2(a), the accelerator pedal 2
When it is found that the engine is being depressed, the output of the engine speed sensor 3 is set to the setting value (Fig. 2 (b)) in order to check the state of the engine speed.
) (see step S3).

As a result, when the engine 1 is in a revving state, it indicates that the clutch 6 is slipping in some way, so that the engine shaft rotation speed ≧ the set value ■
(See FIG. 2(b)) is checked from the output of the sensor 4 (step S4).

Here, this set value (■) is the minimum input shaft rotation speed (habo zero) required to start the vehicle.

In step S4, the imp. shaft rotational speed ≦
When it is determined that the set value is ■, it is checked whether the corrected integrated value has reached the maximum value (step S5). As described above, the initial value of this corrected integrated value is "°0pa", so the process initially proceeds to step S6.

In step S6, an integrated correction value of the clutch engagement amount is determined in order to alleviate the state in which the vehicle cannot start despite the intention to start through steps 31-34, that is, the state in which the crunch throttle is slipping.

This means that the set value is integrated every fixed period when the program shown in FIG. 4 is executed, and a new corrected integrated value is obtained.

Unless cleared in step 311 after going through steps S7 to 310 described below, the corrected integrated value obtained in step S6 is used in step T3 of the clutch engagement control in FIG. 3, which is executed in the next program cycle. This will be added to the clutch engagement amount.

After correcting the clutch engagement amount in this manner, it is checked in steps 37 to 510 whether the conditions for clearing the corrected integrated value are satisfied.

That is, this condition is: 1) In step S7, it is determined that the position of the gear shift lever (not shown) has changed from the output of the gear shift lever position sensor (not shown); 2) In step S8, the gear shift lever position sensor (not shown) When it is determined from the output of the gear position sensor 11 that the gear stage of the transmission 8 has been automatically shifted under the control of the actuator 9; 3) In step S9, the output of the sensor 2 indicates a slow shift.

When it is found that the torque opening (accelerator depression amount) is in the open state below the set value ■; 4) In step 310, from the operation history of the clutch actuator 7 stored in the controller 10 or the clutch Stroke sensor 7
From the output of a, the locking position of the Crunchiro is in a fully engaged state below the set value ■ (this occurs because the input shaft rotational speed has become greater than B as shown in Figure 5 (C)) or the set value ■ When one of the above conditions is satisfied; At this time, it is not appropriate to use the clutch engagement amount in the previous control as is, so it is cleared (in the same step). 311).

As described above, the correction integrated value obtained in step S6 and not cleared in step S11 is added to the previous clutch engagement amount in step T2 to become a new latch engagement amount, but this clutch engagement amount also affects the step. If the vehicle cannot start with a value smaller than the set value ■ in S4, the set value ■ is further added to each program cycle in step S6.

Here, the reason why the correction integration operation is not performed in step S6 when the maximum value ■ exceeds the maximum value ■ in step S5 is as follows.

In other words, clutch slippage is reduced when the maximum value ■ is not present, but when the fine adjustment amount by the fine adjustment amount setting means 12 is insufficient, the corrected integrated value exceeds the maximum value ■ ( This is because the maximum stroke caused by the crunch actuator 7) is reached, and if this continues, it will not be possible to notify the driver of the slipping state of the clutch.

Therefore, this maximum value ■ is set to a predetermined integrated value at which the driver can perceive that the clutch is slipping, and if the corrected integrated value does not exceed this set value ■, the driver cannot feel that the clutch is slipping. Fine adjustment amount setting means 1
2 will be reset.

In this case, when the corrected integrated value reaches the set value ■, the alarm lamp 13 may be lit to prompt the @adjustment amount setting means 12 to reset, but the set value ■
When the set value ■ is exceeded (step 512 in Fig. 4), an alarm is generated.

If this occurs (step 513), the driver can be informed of the clutch slipping state at an early stage.

FIG. 6 is a modification of the program for correcting the clutch engagement amount shown in FIG. This corresponds to S28, and steps from step 37 onwards are common.

That is, in this embodiment, the engine speeds shown in FIGS. 2(b) and 2(C) and the corresponding correction integrated values are determined in advance through experiments and made into a map (see FIG. 7(a)).
) and find the corrected integrated value corresponding to the engine speed (
Step 524 in FIG. 6), and further calculate a value (see FIG. 7(b)) representing in 8 bits what percentage of the maximum accelerator depression amount corresponds to at this time (step 525).
The maximum corrected integrated value is obtained by multiplying the corrected integrated value by the percentage (step 326).

Then, this maximum correction integrated value is compared with the current correction integrated value in the same manner as the set value (■) at step S5, and the fourth
A clutch correction operation similar to that of the illustrated embodiment is performed.

〔Effect of the invention〕

As described above, according to the automatic clutch and sub-control device according to the present invention, if the engine speed increases and the impact shaft speed is below the set value when starting in the starting gear, the clutch actuator is activated. Since the clutch engagement amount is cumulatively corrected by the eta, the clutch engagement amount is increased when the clutch is slipping, thereby preventing the engine from revving up and reducing damage to the clutch.

It also includes a means for finely adjusting the clutch engagement amount, and when the cumulative correction of the clutch engagement amount is performed up to a predetermined cumulative value at which clutch slippage can be perceived, or to a specific value below the predetermined cumulative value, the clutch engagement amount By generating an alarm signal for the regulating means, the driver can be made aware of the slippage condition of the clutch at an early stage, so that the regulating means can be adjusted appropriately.

[Brief explanation of drawings]

Fig. 1 is a system configuration diagram showing an embodiment of an automatic clutch control device according to the present invention, Fig. 2 is a diagram for explaining the clutch slipping operation of the present invention and a conventional example, and Fig. 3 is a system configuration diagram showing an embodiment of an automatic clutch control device according to the present invention. Flowchart of the clutch control 9n program executed by the controller shown in the figure.
Flowchart of the clutch engagement amount correction program executed by the controller shown in FIG. 5. FIG. 5 is a memory map diagram for setting the clutch engagement amount used in the conventional example. FIG. FIG. 7 is a flowchart showing a modification of the engagement amount correction program, and FIG. 7 is a map used for the flowchart of FIG. In Fig. 1, l...engine, 2...accelerator step amount sensor, 3
...Engine speed sensor, 4...-Impun shaft speed sensor, 5...Input shaft, 6.
...Clutch, 7...Clutch actuator, 7a.
・・Clutch, ・chi position sensor, 8・・Automatic transmission, 9・・・
・Gear actuator, 10... Controller, 11
... Gear stage position sensor, 12 ... Fine adjustment amount setting means, 13 ... Alarm lamp. In the figures, the same reference numerals indicate the same or corresponding parts.

Claims (4)

[Claims] (1) From the outputs of the gear position detection means, engine load detection means, engine rotation speed detection means, input shaft rotation speed detection means, and each detection means, the current gear is the starting gear and is determined by the accelerator depression amount. An automatic clutch control device comprising: control means for correcting the cumulative amount of clutch engagement by a clutch actuator if the engine speed increases and the input shaft speed is below a set value and the vehicle cannot be started. (2) The automatic clutch according to claim 1, further comprising means for finely adjusting the amount of clutch engagement, and wherein the control means performs cumulative correction of the amount of clutch engagement up to a predetermined cumulative value at which clutch slippage is perceivable. Control device. (3) Claim 2, wherein the control means clears the corrected integrated value when the accelerator depression amount is in an idle state or the clutch engagement amount indicates a value of a fully engaged or disengaged state. Automatic clutch control device as described. (4) A claim characterized in that the control means generates an alarm signal to the clutch engagement amount adjusting means when the clutch engagement amount is cumulatively corrected to a specific value that is equal to or less than the predetermined cumulative value. 2. The automatic clutch control device according to 2 or 3.