JPH0439428A - Control device for automatic clutch - Google Patents

Abstract

PURPOSE:To contrive sureness of clutch engaging by detecting an accelerator pedal depressing time from the preceding depressing to the next depressing, and holding a coefficient to a value at this time in the case where the accelerator pedal depressing time is a preset value or less. CONSTITUTION:A clutch current Ic is calculated in an arithmetic means 23 from a basic current Is and an engine speed N by inputting the engine speed N to a coefficient setting means 24 and map-referring the basic current Is in accordance with the engine speed N. On the other hand, a time from the preceding pedal depressing time to this depressing time is detected as the depressing time (t) in a depressing time detecting means 26, and starting, when it is small as compared with the normal starting, is judged swing starting in a starting condition detecting means 27. A signal of the starting is input to the coefficient setting means 24, and the clutch current Ic is calculated by using a maximum value Kh of a coefficient at the time of the preceding time accelerator pedal depressing. In a routine cycle on and after, the coefficient K is increased from Kh as shown in a broken line to cause the clutch current Ic to increase being released from decrease as in a broken line, and a clutch is surely engaged by increasing clutch torque.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a control device for an automatic clutch such as an electromagnetic clutch installed in a vehicle drive system or a dry clutch that is automatically engaged. This relates to clutch torque control at the time of starting.

[Conventional technology]

As this type of automatic clutch, for example, in a control system of an electromagnetic clutch, a steady mode such as a start mode, a direct coupling mode, 1 zero mode, etc. is set depending on the driving state. At the time of starting, a starting mode is selected and the clutch current is increased according to the increase in engine speed, and the clutch torque is controlled so as to gradually engage the electromagnetic clutch. In addition, in this start control,
Measures to take when cold, use of air conditioner, sudden start or slow start,
Appropriate engagement measures are taken.

Therefore, conventionally, regarding the start control of the automatic clutch mentioned above,
For example, there is a prior art disclosed in Japanese Unexamined Patent Publication No. 132133/1983. Here, it is shown that the starting characteristic coefficient KL is set as the initial value Ko and the slope C of the function of time, and the clutch current I is determined by calculating this coefficient KL and the current Ic of the function of the engine speed. has been done.

[Invention or problem to be solved]

By the way, in the prior art described above, the slope C of the element that determines the increase in clutch current at the time of starting is set as a function of time, and the coefficient is set as a function of engine speed. That is, the value of the coefficient is determined by a decreasing function from 1.0 as the engine speed increases. As a result, the clutch current at the time of starting is set low at the moment the accelerator pedal is depressed, and then it is controlled to gradually increase according to the value of the coefficient, so that the clutch is smoothly engaged both during normal starting and at high idle. It is proposed that the

By the way, in such an open-loop control system using coefficients at the time of starting, the accelerator is depressed from a state where the accelerator is released, and the accelerator remains depressed as long as the driver intends to accelerate. As long as this operation is performed, there will be no problem. However, in the case of accelerator start, in which the accelerator depression and release operations are repeated in a short period of time, the clutch current is held in a low state because the coefficient value decreases each time the accelerator is depressed, and the clutch current is kept low. This may lead to an unnecessary increase in engine speed without any movement, which is very unfavorable in terms of feeling.

The present invention has been made in view of the above points, and its purpose is to ensure that the clutch is engaged even when starting with the accelerator in open-loop start control using an automatic clutch coefficient. The object of the present invention is to provide a possible automatic clutch control device.

[Means to solve the problem]

In order to achieve the above object [1], the automatic clutch control device of the present invention calculates the clutch operation amount by calculating a basic value according to the engine speed and a coefficient that gradually increases in automatic clutch start control. In a control system that outputs this clutch operation amount to the automatic clutch and gradually engages it, there is a means for detecting an accelerator depression time, which is the time since the previous accelerator depression, and a means for detecting an accelerator depression time, which is the time since the previous accelerator depression, and a means for detecting an accelerator depression time that is less than or equal to a set time. In this case, means for holding the coefficient at the value at that time is provided.

[For production]

Based on the above configuration, when starting by pressing the accelerator,
The clutch operation amount is automatically supplied based on a basic value corresponding to the engine speed and a coefficient that gradually increases, and the clutch is gradually engaged. At this time, if the accelerator is released midway and the accelerator is depressed again, and the time from the previous depression operation is less than the set time, the coefficient is increased again from the held value to suppress the low depressing amount of clutch operation. However, the clutch torque is increased and the automatic clutch is engaged more reliably.

〔Example〕

Hereinafter, one embodiment of the present invention will be described based on the drawings.

In FIG. 1, to describe a drive system equipped with an electromagnetic clutch as an automatic clutch to which the present invention is applied, reference numeral 1 is an engine, and this engine I is connected to a transmission such as a continuously variable transmission via an electromagnetic clutch 10. 2 transmission configuration.

In the electromagnetic clutch 10, a drive member 13 having a built-in coil 12 is integrally connected to a clamp nut 3 of the engine 1 via a drive plate 11, and a driven member 14 is integrally connected to the human power shaft 4 of the transmission 2 by spline. The driven member 14 is closely fitted into the drive member 13 through a gap 15, and electromagnetic powder can be supplied to the gap 15 from a powder chamber 16. A slip link 18 is connected to the drive member 13 via a holder 17.
is attached, and a brush 19 is in sliding contact with the slip ring 18 to supply clutch current.

As a result, when a clutch current is supplied to the coil 12 from the electronic control system (described later) via the brush I9 slip ring 18, electromagnetic powder is chained in the gap 15 due to the magnetic force lines generated between the drive member 13 and the driven member 14. By connecting and accumulating, bonding force is generated. Due to this coupling force, the drive member 13 and the driven member 14 are integrated, the electromagnetic clutch 10 is engaged, and the engine power of the crankshaft 3 is transmitted to the input shaft 4.

Next, regarding the start control system of the electronic control system, an ignition pulse Ig corresponding to the engine speed and a signal from the accelerator switch 5 that detects the depression of the accelerator are input to the control unit 20. The control unit 20 has an engine rotation speed detection means 21 that detects the engine rotation speed N based on the ignition pulse Ig, and has a basic current setting means 22 that determines whether the engine rotation speed N of the engine rotation speed detection means 21 or the engine rotation speed N is detected by the ignition pulse Ig.
Enter.

The basic current setting means 22 sets the basic current Is as an increasing function with respect to the engine rotation speed N and outputs it to the calculation means 23, as shown in FIG. 2(a). Note that the basic current Is has a plurality of stages whose characteristics change depending on conditions such as water temperature and whether or not an air conditioner is used.

The depression signal of the accelerator switch 5 and the engine speed N are input to the coefficient setting means 24. As shown in FIG. 2(b), the coefficient setting means 24 sets the initial value KO of the coefficient as a decreasing function with respect to the engine rotation speed N, and gradually adds a constant amount ΔK to this value at predetermined time intervals. An increasing coefficient K is determined and outputted to the calculation means 23. The calculation means 23 uses these basic current Is and engine rotational speed N to calculate the crudage electric current a I c as follows.

Ic wIs XK This clutch current Ic is then supplied by the driving means 25 to the coil 12 of the electromagnetic clutch IO.

On the other hand, it has a depression time detection means 26 to which the depression signal of the accelerator switch 5 is input, and detects the depression time t which is the time from the previous accelerator depression when the accelerator is depressed, and this depression time t is the time when the accelerator is depressed. The starting state is determined by inputting it to the state detecting means 27. That is, the depression time t, l
! : Compare the time ts for normal starting operation, and find that j<
In the case of tS, it is determined that the vehicle is accelerator-driven and starts repeatedly (depressing the accelerator) and canceling the start (depressing the accelerator). This accelerator tilt signal is input to the coefficient setting means 24, and the coefficient K is temporarily held at the current value Kh.

Next, the control operation of the control device at the time of starting is shown in the flowcharts of FIGS. 3(a) and (b) and FIG. 4(a).
) to d) will be described using the characteristic diagrams.

First, when the accelerator is depressed while the vehicle is substantially stopped, the start mode is selected and the flowchart shown in FIG. 3(a) is executed. That is, the engine speed N is read in step S1, and the basic current I corresponding to the engine speed N is read in step S2.
s is searched on the map, and step S3. Set S4 to red and proceed to step S5.

Then, a map is searched for an initial value KO corresponding to the engine speed N, and in step S6, the clutch current 1c is calculated by calculating the basic current Is and the coefficient.

At this time, the initial value KO determined in step S5 is as shown in FIG. 2(b), and is set smaller as the engine speed at the moment the accelerator is depressed is higher, and the clutch current 1c is also set smaller. .

Accordingly, the flowchart in FIG. 3(b) is executed at regular intervals, and the coefficient is increased by Δ at regular intervals and held as Kb. In this way, the clutch current Ic is as shown in FIG. As shown by the solid line in (e), the liquid flows into the fill 12 while gradually increasing, and the electromagnetic clutch 10 starts to engage.

At this time, keep the accelerator depressed for more than the set time ts and press Jm as usual! ! : When performing an operation, the above-mentioned control is continued. Therefore, as the clutch current 1c increases (7), the engagement of the electromagnetic clutch 10 progresses, and the human power shaft rotational speed Nt also increases, reaching the clutch meeting point P.

On the other hand, as shown in FIG. 4(d), the accelerator may be released at time t1, and then immediately thereafter at time t2, the accelerator may be depressed again.

Then, at the time of accelerator start, steps s3 and 84 in FIG. 3(a) to step S are performed at time t2.
7, the clutch current calculation in step s6 is performed using the maximum value Kh of the coefficient I when the accelerator was depressed last time, and in subsequent routine cycles, the clutch current is calculated in step s6.
3, the process proceeds to step S6, and the coefficient K changes from Kh to FIG. 4 (
The clutch current Ic is increased as shown by the broken line in b), and as a result, the clutch current Ic continues to rise while being suppressed from decreasing as shown in the broken line in FIG. 4(C). Time t3. In the case of t4, hold control is performed in the same way, and thus the input shaft rotational speed Ni increases to reach the clutch meeting point P'.

Note that, as described above, when the electromagnetic clutch 10 is engaged and a predetermined vehicle speed is reached, the start mode ends and the mode is switched to the direct coupling mode.

Although one embodiment of the present invention has been described above, it is not limited thereto. It can also be applied to dry clutches that are automatically controlled in contact.

〔Effect of the invention〕

As described above, according to the present invention, in the start control of an automatic clutch for a vehicle, when controlling in an open loop using a coefficient, when the accelerator is released within a set time, the value of the coefficient at that time is maintained. Therefore, even if the accelerator is used to start the vehicle, the clutch can be reliably engaged and the vehicle can start the vehicle.

Furthermore, when the accelerator is operated to start the vehicle, the clutch current increases in a stepwise manner and engagement of the clutch is delayed, so that the vehicle preferably runs at a slow speed according to the driver's intention.

Furthermore, since a means for holding coefficients is simply added to a normal start control system, the software is also included.

[Brief explanation of the drawing]

Figure 1 is a configuration diagram showing an embodiment of the automatic clutch control device of the present invention, Figures 2 (a) and (b) are diagrams showing maps of basic current and coefficients, and Figures 3 (a) and (b). ) is a flowchart of the start control, and FIG. 4 is a characteristic diagram showing the state of the start control. 5...Accelerator switch, 10...Automatic clutch, 2
0...Control unit, 21--Engine rotation speed detection means, 22--Basic current setting means, 23--Calculating means,
24... Coefficient setting means, 26. Depressing time detection means, 2
7... Starting state detection means patent applicant: Fuji Heavy Industries Co., Ltd. Agent, Patent attorney: Nobu Kobashi, Patent attorney: Shin Ogura Procedural amendment (voluntary) September 7, 1990 1, Display of case 2000 Patent Application No. 146463 2゜ Title of Invention Automatic clutch control device 3, patent related to the person making the amendment case

Claims (2)

[Claims] (1) In automatic clutch start control, the clutch operation amount is calculated by calculating a basic value according to the engine speed and a coefficient that gradually increases, and this clutch operation amount is output to the automatic clutch to gradually increase the clutch operation amount. The engaging control system includes means for detecting the accelerator depression time, which is the time since the previous accelerator depression, and means for maintaining the coefficient at the value at that time when the accelerator depression time is less than the set time. An automatic clutch control device comprising: (2) The coefficient is added by a fixed amount to the initial value according to the engine speed, and the coefficient when the accelerator is depressed is kept at the value when the accelerator was released, and when the accelerator is depressed again, the coefficient that was maintained is 2. The automatic clutch control device according to claim 1, wherein the control device adds a fixed amount from the value of .