JPH03536A - Clutch control device - Google Patents

Abstract

PURPOSE:To prevent accelerating/decelerating feeling and shock at the time of disengaging a clutch, and also prevent the wear and the like of the clutch with high accuracy in the most suitable manner by increasing/decreasing engine torque in such a way that the torque loading of an input will be zero, and thereby instantly disengaging the clutch as soon as the torque loading becomes zero. CONSTITUTION:When the start of gear shifting is determined by a controller 13, torque loading T to be applied to an input shaft 9 is detected by a torque sensor 10, and the magnitude and the direction of it is judged so that the torque of an engine 1 is increased or decreased. When the detected torque T becomes zero while synchronization between the engine 1 side and the side of a transmission 11 is effected, a clutch actuator 8 is controlled by a controller 13 in such a way that a clutch 6 is instantly disengaged so that clutch plates 4 are thereby separated from a flywheel 3. After it is affirmed that the clutch has actually been disengaged, gear shifting is actuated so that the clutch is operated thereafter so as to be engaged.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a clutch control device, and particularly to a clutch control device for an automatic transmission equipped with a clutch.

[Conventional technology]

In recent years, automatic transmission vehicles have become widely used due to their ease of operation, and automatic transmissions use an electronic control device using a microcomputer to adjust the speed of the vehicle and the amount of pressure on the accelerator pedal. The system determines the optimum gear position depending on the situation and automatically controls the transmission.

In this case, in automatic transmissions equipped with a clutch, the clutch is automatically engaged and operated during gear change control, but this operation causes: ■ acceleration/deceleration sensations and shocks when the clutch is engaged/disconnected, and ■ clutch failure when the flange is engaged. It is necessary to consider prevention of wear, etc.

Techniques that have already been proposed in view of this point include JP-A-60-11757, JP-A-60-8436, and JP-A-61-291230.

First, in Japanese Patent Application Laid-Open No. 60-11757, in order to reduce the deceleration shock when disengaging the clutch during upshifting, the rotational acceleration of the engine is determined and the surplus torque (
The rotational acceleration is compared with a preset rotational acceleration corresponding to the difference between the driving torque and the steady-state running resistance, and if the rotational acceleration is higher than this set value, the engine throttle is returned to the closing direction in order to reduce the excess torque. I try to release the clutch.

In addition, in Japanese Patent Application Laid-open No. 60-8436, in order to eliminate engine revving and slumping during gear shifting, the correspondence between the throttle position and engine speed is memorized for each gear, and when the clutch is disengaged, the engine speed is The engine speed after the shift is calculated from the engine speed after the shift, and the throttle position corresponding to the gear is selected from the engine speed after the shift to perform throttle control, so that the engine speed after the shift is at an appropriate value. I'm trying to make it happen.

Furthermore, in Japanese Patent Application Laid-Open No. 61-291230, in order to reduce half-clutch slippage and connection shock when the clutch is engaged, the engine rotation speed, the input shaft rotation speed, and the amount of depression of the accelerator pedal are detected and dealt with. The clutch operating speed is read from the memory, the clutch engagement amount and the gear stage are detected, the corresponding clutch operating speed correction coefficient is determined, and the clutch is operated at the corrected speed by multiplying the clutch operating speed above. There is.

[Problem to be solved by the invention]

Among such conventional devices, firstly, the Japanese Patent Application Laid-Open No. 60-117
In the case of Publication No. 57, the surplus torque is set in advance on paper based on the difference between the driving torque and the resistance when running on a flat surface, but in actual driving, it is not only possible to drive on a flat surface, but also on all downhill roads, uneven roads, and snowy roads. Since vehicles are driven on roads, etc., there are changes in rolling resistance and load capacity depending on the type of tire, and there are also changes in driving torque over time due to loss due to viscous resistance at low temperatures. There is a problem in that the surplus torque does not meet the set conditions and it may not be possible to reduce the feeling of deceleration and shock when the clutch is disengaged.

Furthermore, in the case of JP-A No. 60-8436, the correspondence between the throttle position and the engine speed changes due to increased friction inside the engine at low temperatures and reduced friction due to break-in after long-term use. There is a problem in that it may not be possible to prevent the engine from revving up during gear shifting.

Furthermore, in the case of JP-A No. 61-291230, the transmitted torque is indirectly determined from the clutch engagement amount and the clutch operation speed is corrected, but the relationship between the clutch engagement amount and the transmitted torque is This is set in advance on paper, and as the friction coefficient changes due to heat on the clutch plate surface during use, the relationship between the two will differ from the conditions for which the map was set. There is a problem in that the amount of slippage increases, causing wear and tear that shortens the service life.

In view of these points, in the present invention, when performing clutch control of an automatic transmission with a clutch, the acceleration/deceleration feeling and shock when the clutch is engaged/disconnected, and the clutch engagement/disconnection are controlled based on actual vehicle conditions and clutch usage conditions. Clutch wear, etc.
The purpose is to accurately and optimally prevent this.

[Means to solve the problem]

In order to achieve the above object, a clutch control device according to the present invention includes a torque detecting means that is provided on an input shaft of an automatic transmission with a clutch and generates an output according to the direction of a torque load generated on the shaft, and a shift start means. and control means that determines the output of the torque detection means to increase or decrease the engine torque, and when the output becomes zero, controls the clutch drive means to immediately disengage the clutch.

Further, in this case, the control means can connect the clutch in stages until the output of the torque detection means becomes zero after the clutch is disengaged.

[For production]

In the present invention, the torque detection means provided on the input shaft of the automatic transmission with a clutch detects the torque load generated on the input shaft.

The control means receives this torque load, determines the direction of the torque load during gear shifting, and increases or decreases the engine torque so that the torque load becomes zero.

Then, when the detected torque load becomes zero, the clutch is immediately disengaged by controlling the clutch drive means.

As described above, in the present invention, since the actual torque generated on the input shaft is detected, the clutch can be disengaged without being affected by variations in the torque load characteristics of the engine, and in a stable state without shock and acceleration/deceleration sensation.

Furthermore, in this case, if the control means connects the clutch in stages until the output of the torque detection means becomes zero after the clutch is disengaged, shock and slippage can be prevented without being affected by variations in the torque load characteristics of the engine. The clutch can be connected in this state.

(Embodiment) FIG. 1 shows an embodiment of the clutch control device according to the present invention, where ■ is an engine, 2 is a crankshaft of the engine 1, and 3 is a flywheel coupled to the crankshaft 2. , 4 is a clutch plate, 5 is a pressure plate that forms the clutch 6 together with the flywheel 3 and the clutch plate, 7a is a release lever that acts on the pressure plate 5, and 17b is a piston rod that moves the release lever 7a, 8 is the release lever 7a and the piston. A clutch actuator as a clutch drive means that drives the clutch 6 via the rod 7b; 9 an input shaft coupled to the clutch plate;
10 is a torque sensor as a torque detection means provided on the input shaft 9; 11 is a transmission connected to the input shaft 9; 12 is a fuel injection device (for example, an injection pump) for increasing or decreasing the torque of the engine 1; A controller 13 is a control means for controlling the clutch actuator 8, fuel injection device 12, and transmission 11 based on the output of the torque sensor 10.

FIG. 2 shows the configuration of a conventionally used torque sensor 10, in which 21 is an oscillation circuit, and 22a and 22b are two pairs of magnetostrictive films made of amorphous alloy or the like having slits bonded to the surface of the input shaft 9. , 23a, 23b
are coils 24a, 24 provided opposite to the magnetostrictive film 22 and inputting an AC signal from the oscillation circuit 21 as an excitation signal;
b is a DC conversion circuit that inputs the output signals of the coils 23a and 23b as detection signals and converts them into DC voltage; 25 is a differential amplifier that outputs the difference voltage between the DC conversion circuits 24a and 24b; Changes in the magnetic permeability of the two pairs of magnetostrictive films 22a and 22b due to torsional stress caused by the load are detected as changes in the inductance of the coils 23a and 23b, and the magnitude and direction of the torque load are determined by the differential output from the amplifier 25 for both. detected at the same time.

FIG. 3 is a flowchart of a program stored and executed in the controller 13 of FIG. 1, and the operation of the embodiment of FIG. 1 will be described below along this flowchart.

First, the controller 13 determines to start shifting, as is well known, based on output signals from an accelerator pedal depression amount sensor and a vehicle speed sensor (not shown).

After the shift starts, the controller 13 causes the torque sensor IO to detect the torque load T applied to the input shaft 9 (step Sl).

Then, the magnitude and direction (polarity) of this torque T are determined (step S2), and the torque of the engine 1 is increased or decreased depending on the determined direction (step S3.4).

That is, in the case of a low gear state, a climbing state, etc., when the driving torque of the engine 1 is larger than the inertia torque on the transmission 11 side, the output T of the torque sensor 10 becomes positive (Too), for example, and surplus torque is generated. At this time, the torque of the engine 1 is reduced (step S4) to eliminate deceleration shock and engine 1 revving when the clutch is disengaged, and conversely, the driving torque of the engine 1 is smaller than the inertia torque on the transmission 11 side. Sometimes, the output T of the torque sensor 10
becomes negative (T<0), and in this case, the torque of the engine 1 is increased (step S3) to eliminate the acceleration crank and the depression of the engine 1 when the clutch is disengaged.

In this way, the torque between the engine 1 side and the transmission 11 side can be synchronized, and the detected torque T=O, so the controller 1
3 controls the clutch actuator 8 to separate the piston rod 7b and release lever 7a from the pressure plate 5, thereby separating the clutch plate 4 from the flywheel 3.

When increasing/decreasing the torque of the engine 1 in steps S3 and S4 above, the controller 13 uses the torque-fuel injection amount characteristic map shown in FIG. The fuel injection amount corresponding to the detected torque is determined, and the fuel injection amount is incremented/decremented by the deviation ΔF from the current fuel injection amount.

Note that in this torque up/down, control of the throttle valve opening degree may be added in addition to the fuel injection amount.

In this way, the clutch disengagement operation is performed, and it is checked in step S6 whether or not the clutch is actually in the disengaged state. After that, a gear change is performed (step S7).

After the gear change, the process proceeds to a clutch connecting operation, and in this case, the clutch 6 is first engaged (step S8).

This clutch engagement operation is performed in stages as shown in FIG. 5, and is an operation in which the amount of one stroke of the tarlatch actuator 8 is increased by Δ. However, Δ
If L is too large, it will cause a clutch connection shock, and if it is too small, it will cause a delay in connection, so it is preferable to select an optimal value in advance.

Then, it is determined whether the clutch plate 4 has started to connect to the flywheel 3 by reading the output of the torque sensor 10 (step S9), torque detection output T=
Steps S8 and S9 are repeated during O, but when the torque detection output T≠0, it is determined that the clutch has started to be connected, and the same determination as in step S2 is made based on the polarity of this torque T (step 5IO).

As a result, when the driving torque of the engine 1 is larger than the inertia torque on the transmission 11 side, the output T of the torque sensor 10 becomes, for example, positive (T>O), and in this case, the torque of the engine 1 is decreased (step 512). , conversely, when the driving torque of the engine I is smaller than the inertia torque on the transmission 11 side, the output T of the torque sensor 10 is negative (Too
), and at this time, the torque of the engine 1 is increased (step 311).

After steps 311 and 312, respectively, step S1
3. In S14, the same clutch engagement operation as in step S8 is performed, and the torque determination in step SIO is performed again.

In this way, by proceeding with the control to eliminate the clutch engagement shock, the torque between the engine 1 side and the transmission 11 side is synchronized and the detected torque T=O, so the clutch engagement operation is stopped. Clutch 6 is immediately connected (step 5t5). For this reason, the controller 13
controls the taranci actuator 8, and the piston rod 7
The clutch is connected by pressing the pressure plate 5 against the clutch plate 4 and connecting it to the flywheel 3 via the clutch plate 4 and the release lever 7a.

〔Effect of the invention〕

As described above, according to the clutch control device according to the present invention,
The structure is configured to detect and judge the direction of the torque load generated on the input shaft at the start of gear shifting, increase or decrease the engine torque, and immediately disengage the clutch when the detected torque becomes zero, so that the clutch deceleration occurs when the clutch disengages. / It is possible to prevent acceleration shift and engine revving/slumping.

Further, in the present invention, after the clutch is disengaged, the clutch can be engaged in stages until the torque detection output becomes zero. In this case, it is possible to prevent shock when the clutch is engaged, and also to prevent the clutch from being partially engaged. Clutch slippage can be reduced and clutch plate life can be extended.

[Brief explanation of the drawing]

FIG. 1 is a conceptual configuration diagram showing an embodiment of a clutch control device according to the present invention, FIG. 2 is a diagram showing an embodiment of a torque sensor used in the clutch control device according to the present invention, and FIG. Flowchart of the program executed by the controller shown in Figure 4. Figure 4 is a torque-fuel injection characteristic map used to increase/lower engine torque. Figure 5 shows the clutch stroke amount used for clutch engagement. This is a graph diagram shown in FIG. In Fig. 1, 1... Engine, 6... Clutch, 8... Clutch actuator, 9... Input shaft, 10...
...Torque sensor, 11...Transmission, 12...Fuel injection device, 13...Controller. In the figures, the same reference numerals indicate the same or corresponding parts.

Claims (2)

[Claims] (1) A torque detection means that is installed on the input shaft of an automatic transmission with a clutch and generates an output according to the direction of the torque load generated on the shaft, and a torque detection means that determines the output of the torque detection means at the start of gear shifting to generate a torque of the engine. 1. A clutch control device comprising: a control means for controlling a clutch drive means to immediately disengage the clutch when the output increases or decreases and the output becomes zero. (2) The clutch control device according to claim 1, wherein the control means connects the clutch in stages until the output of the torque detection means becomes zero after the clutch is disengaged.