JPH0475407B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a clutch speed control method for a vehicle equipped with an engine.

(Prior Art and Problems) A vehicle engine cannot be started with a load applied to it, and transmission gears must be switched without a load.
Furthermore, in order to improve riding comfort when starting the vehicle, engine power must be gradually transmitted to the drive wheels, and for these reasons a clutch is required to arbitrarily connect and disconnect engine power to the drive wheels.

Further, automatic clutches that automate the clutch operation have been provided, and various clutch control devices have also been proposed that smoothly engage and engage the clutch.

In this clutch control, for example, in the case of a normal start, the clutch speed is obtained in accordance with the accelerator opening based on the characteristics shown in Fig. 1, and if necessary, a clutch speed correction value is set in accordance with the clutch position. , is determined from FIG. 2, and the clutch speed shown in FIG. 1 is corrected to ensure that the clutch is engaged quietly.

Note that the clutch speed referred to here refers to the amount of movement of the clutch at a certain time interval, and in this embodiment, the time interval is, for example, 25 msec.

Further, Fig. 3 shows the accelerator depression speed characteristics when the accelerator pedal is depressed for a full stroke within 0.4 seconds, and Fig. 4 shows the relationship between this time and the clutch position, that is, the characteristics of the clutch speed. In FIG. 4, curve P shows the case where no correction is performed, and curve Q shows the case where the correction shown in FIG. 2 is performed.
In this case, that is, in the characteristic of curve Q, in Fig. 4, the time until the clutch position becomes half-clutch (C0) is approximately 0.15 seconds, and the accelerator opening at this time is as shown in Fig. 3. 60 (approximately 3/8 of the pedal stroke), and the shaft average pressure PME corresponding to the engine torque at this time is extremely small at approximately 1.4 kg/cm ² .

Therefore, with such a small engine torque,
Even when the clutch is in a partially engaged state, the engine speed drops rapidly and a shock occurs as the clutch is engaged, resulting in poor riding comfort.

Furthermore, when starting at a slow speed, the clutch target position was determined in relation to the accelerator opening, and the clutch speed was controlled based on the clutch position, but even in such a case, engine speed and torque were not taken into consideration. Since this was not done, there was a problem that the clutch could not be joined smoothly.
Furthermore, there is a delay between the timing of pressing the accelerator pedal and the corresponding change in engine speed.In other words, even when the accelerator pedal is pressed, there are various delays that affect the transmission system from the accelerator pedal to the engine rotation mechanism. If the clutch engagement is controlled only by the opening degree of the pedal, the above-mentioned problems occur.

(Object of the Invention) The present invention has been made by focusing on such conventional problems, and it is an object of the present invention to smoothly perform clutch engagement when starting a vehicle by adding corrections to the engine rotation speed and engine torque. The object of the present invention is to provide a clutch speed control method.

(Summary of the Invention) In order to achieve this object, the present invention provides a basic clutch speed determining means that detects the amount of depression of the accelerator pedal and determines the engagement speed of the automatic clutch at the time of starting the vehicle from the detected amount of depression of the accelerator pedal. , a first correction means that detects the engine rotational speed and outputs a correction value to reduce the clutch engagement speed as the engine rotational speed decreases; a second correction means that outputs a correction value that reduces the connection speed;
A clutch driving means is provided for calculating an actual connection speed by inputting the connection speed determined by the determination means and correction values from each correction means, and for connecting the automatic clutch at the calculated connection speed. This is an automatic clutch control device featuring the following features.

(Example) Examples of the present invention will be specifically described below with reference to the drawings.

FIG. 5 schematically shows a clutch control system using an air booster. In the same figure,
1 is an engine, 2 is an injection pump for fuel injection, 3 is a stepping motor, 4 is a load sensor, 5 is a link that is connected to the load sensor 4 and the stepping motor 3, and controls the amount of fuel injection;
1 is an engine rotation sensor that detects the rotational speed of the engine output shaft; 7 is a clutch section; 8 is a transmission section; 9 is a clutch position sensor; 10 is an air booster that controls engagement and disengagement of the clutch; 11 is an air tank; 12 and 13 are electromagnetic valves that hydraulically control the air booster.

These electromagnetic valves 12 and 13 can control the speed of clutch engagement and disengagement by changing the time to apply current, that is, by controlling the duty.
In other words, adjust the clutch speed. Taking the clutch engagement operation as an example, when the electromagnetic valve 13 is held in a closed state, increasing the duty, which is the opening time of the electromagnetic valve 12, will cause the clutch to engage quickly, and decreasing it will cause the clutch to engage slowly.

In addition, the clutch operation is controlled for a certain period of time, for example.
The target position of the clutch and the total duty of the electromagnetic valves 12 and 13 are set every 25 msec, and the target position and the current position from the clutch position sensor 9 are compared at regular intervals, and when the two match, the clutch is released. It will cause it to stop.

Reference numeral 14 denotes an accelerator opening sensor, the output of which is input to the controller 15 along with the outputs of the load sensor 4, engine rotation sensor 6, and clutch position sensor 9. 16, 17, 18, 1
A memory 9 stores data maps of basic clutch speed, clutch speed correction, engine torque, and target clutch position, and searches and outputs appropriate data according to instructions from the controller 15 based on the outputs of the above-mentioned sensors. Controller 15
performs the above map and various correction calculations, outputs an appropriate clutch speed signal according to the engine rotation speed and engine torque, and outputs an appropriate clutch speed signal according to the engine speed and engine torque.
2 and 13 are duty-controlled to perform clutch control at a desired speed.

Next, the clutch speed control device will be explained according to the flowchart of FIG.

First, the engine is started, and after the start has stabilized, the engine speed is read from the output of the engine rotation sensor 6 (step a), and then the output of the load sensor 4 is read (step b), and the engine speed relative to the engine speed is read. corresponds to torque
Read PME from the map (step c). Furthermore, the outputs of the accelerator sensor 14 are also read (step d), and these are input to the controller 15.

Next, the controller 15 determines whether the accelerator opening calculated from the above data is smaller than a certain value (step e), and if the accelerator opening exceeds the certain value, it is determined that the accelerator is started normally. The basic clutch speed map is read out from the memory 16 (step g), and a basic clutch speed corresponding to the accelerator opening is determined (step h).

Subsequently, the clutch position is read out from the clutch position sensor 9 (step i), the clutch speed correction map is read out from the memory 17 (step j), and the clutch speed correction value _K1 at that clutch position is determined. (step k).

Further, a PME map corresponding to the engine speed as shown in FIG. 7 is read out from the memory 18 (step 1), and a clutch speed correction value _K2 is determined from this map (step m).

The correction values K ₁ and K ₂ thus determined are multiplied by the basic clutch speed by the controller 15 (step n), and the clutch speed is determined (step o). Then, the electromagnetic valves 12 and 13 are controlled by the duty pulse current corresponding to the determined clutch speed (step P), and the air booster 10 is used to smoothly engage the clutch without causing any shock to the vehicle. Can be implemented quickly. Curve R in FIG. 4 shows this improvement effect.

On the other hand, if it is determined in step e that the accelerator opening is less than a certain value, it is confirmed that a slow start is required (step q), and map data of the target clutch position for slow start is read out from the memory 19 (step q). r), a target clutch position for that accelerator opening is determined (step s).

Next, the current clutch position is read from the clutch position sensor 9 (step t), this is compared with the clutch position determined in step s (step u), and when both match, the clutch operation is stopped (step v). ). At this time, the controller 15 closes both electromagnetic valves 12 and 13. However, if the current clutch position has not reached the target clutch position in step u, then based on steps g to j,
A data map of basic clutch speed for the clutch position is set (step w), and based on this data map, the basic clutch speed for the current clutch position is determined (step x).

Also, for the engine speed at this time,
A clutch speed correction value _K3 is determined from the PME data map (steps y, z), and is determined by multiplying the clutch speed by the basic clutch speed (step za) (step zb). The duty pulse current corresponding to the clutch speed determined in this way is the electromagnetic valve 12, 13 (Vp,
Vr), and the clutch can be engaged at an appropriate clutch speed.

In other words, in this embodiment, although the slow start involves a comparison operation of the current clutch position with the target clutch position, both the slow start and the normal start involve the operation of comparing the current clutch position with the target clutch position.
By controlling the clutch speed based on engine speed and engine torque, it is possible to effectively prevent running shocks due to over-engagement of the clutch when engine torque is small, and in the worst case, engine stalling. .

In addition, by controlling the clutch engagement speed using engine torque, the stepping motor 3
It is also possible to absorb the delay in the operation of the governor link 5, which is driven by the governor.

(Effects of the Invention) As explained above, according to the present invention, in a clutch for an engine-equipped vehicle, when the clutch is engaged during both normal start and slow start, the engine speed and engine torque are By multiplying the basic clutch speed by a predetermined clutch speed correction coefficient, an appropriate clutch speed can be obtained, and this can also prevent shocks in vehicle running due to over-engagement of the clutch when the engine torque is small. This can be prevented and the riding comfort can be improved. In other words, the clutch is engaged quietly, smoothly and quickly in response to the rise in engine torque.

[Brief explanation of the drawing]

Figure 1 is a data map of basic clutch speed and accelerator opening, Figure 2 is a data map of clutch position and clutch speed correction amounts, Figure 3 is an accelerator pedal speed characteristic diagram, Figure 4 is an accelerator speed characteristic diagram, and Figure 5 is a data map of the clutch position and clutch speed correction amount. 6 is a schematic diagram of a clutch speed control device used in carrying out the present invention, FIG. 6 is a flowchart showing the operation of the clutch speed control device, and FIG.
The figure shows a map for clutch speed correction based on engine speed and PME. 1...Engine, 4...Load sensor, 6...
Engine rotation sensor, 9... Clutch position sensor, 10... Actuator, 12, 13... Solenoid valve, 14... Accelerator opening sensor, 15...
...Controller, 16, 17, 18, 19...Map memory.

Claims (1)

[Scope of Claims] 1. A basic clutch speed determining means that detects the amount of depression of the accelerator pedal and determines the connection speed of the automatic clutch at the time of starting the vehicle from the detected amount of depression of the accelerator pedal, and a basic clutch speed determining means that detects the rotation speed of the engine. a first correction means for outputting a correction value for reducing the clutch engagement speed as the rotational speed decreases; and a first correction means for detecting the engagement state of the clutch and outputting a correction value for reducing the engagement speed as the clutch engagement increases. A second correction means outputs, inputs the connection speed determined by the determination means and correction values from each correction means, calculates the actual connection speed, and operates the automatic clutch at the calculated connection speed. 1. An automatic clutch control device characterized in that it has a clutch drive means for connecting the clutch. 2. The clutch according to claim 1, further comprising connection completion position changing means for changing the clutch connection completion position to the disconnection side as the depression amount decreases when the depression amount is less than a predetermined value. Automatic clutch control device.