JPH0531317Y2 - - Google Patents

Description

[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to a clutch actuation control device that is used in an automatic transmission system that automates the starting, starting, and shifting of a vehicle, and is capable of performing downhill starting processing.

(Prior art) One of the automatic transmission systems for vehicles uses a clutch actuator to engage and disengage a clutch, a gear shift unit to change the gear train of the transmission, and an engine speed adjustment by an injection pump. It is known that an electronic governor is used, a clutch actuator and a gear shift unit are driven by an automatic transmission controller, and the electronic governor is driven by an engine controller. An example of this is disclosed in Japanese Patent Laid-Open No. 60-215435.

This type of automatic transmission system is equipped with a predetermined automatic transmission control program in the automatic transmission controller, and receives various input information such as accelerator opening, vehicle speed, clutch output shaft rotation speed, engine rotation speed, The vehicle is started, started, and shifted based on various input information such as clutch stroke, gear position command, gear position, and others.

By the way, in the process of starting a vehicle in an automatic transmission system, the clutch is first held in a fully disengaged or partially disengaged position (hereinafter referred to as the LE point), the gear train is held in the starting position, and the accelerator is activated to issue a start command. Wait for the step. When the accelerator opening reaches an arbitrary amount in this standby state, the clutch is returned to the engagement side by a predetermined amount in accordance with the accelerator opening. Furthermore, an accelerator pseudo signal is calculated based on this accelerator opening degree, and an engine controller that operates based on this signal drives the engine at a predetermined engine speed. Thereafter, when the rotation difference between the engine rotation and the clutch output shaft rotation becomes less than a predetermined value, the clutch is fully engaged.

In such a start process, the clutch will not be engaged unless the accelerator pedal is depressed, which may result in the vehicle running idly with the clutch disengaged on a downhill slope. In order to solve this problem, the automatic transmission controller detects the rotation speed of the clutch output shaft on the wheel side, and when this exceeds a specified value, engages the clutch and performs control to perform downhill starting processing. There is.

(The problem that the invention aims to solve) However, the conventional predetermined value for determining whether or not the clutch is to be engaged is could not be set to the desired low rpm value. This is because a problem occurs when the vehicle returns to the start processing area due to a reduction in vehicle speed from the running state. That is,
When starting processing is started from the speed change processing side, the clutch is once disengaged, and thereafter, if the above-mentioned specified value is low, the clutch is immediately engaged, resulting in unnecessary operation.

The purpose of the present invention is to provide a clutch operation control device that engages the clutch relatively early when starting downhill to reduce idle running and prevents repeated intermittent operation of the clutch when returning to standby state. .

(Means for Solving the Problems) In order to achieve the above-mentioned object, the present invention includes an accelerator sensor 21 that outputs accelerator opening information, a clutch rotation sensor 10 that outputs rotation information on the clutch output shaft side, Receives each information from the clutch sensor 12 that outputs clutch stroke information and the gear position sensor 13 that outputs gear position information of the transmission 7, and when the accelerator opening is below a specified value,
Downhill starting means (s10, s16, s18) that engages the clutch when the clutch output shaft rotation exceeds a specified value when the gear train of the transmission is held in the starting gear and the clutch 5 is not engaged. When a vehicle stop is detected based on the detection information from the vehicle stop detecting means 10 (s8, s9), the clutch operation control device having a built-in clutch operation control device reduces the specified value of the clutch output shaft rotation by a predetermined amount (s13). ，
s14, s15, s17).

(Function) When a vehicle stop is detected, the specified value of clutch output shaft rotation is controlled to decrease by a predetermined amount.
When the transmission is in start gear and the clutch is not engaged, the clutch can be engaged early when the clutch output shaft rotation exceeds a relatively low specified value, and conversely, the vehicle returns to the start standby state rather than running. Sometimes, the clutch can be disengaged once the clutch output shaft rotation has fallen below a relatively high specified value.

(Embodiment) FIG. 1 shows a clutch operation control device as an embodiment of the present invention. The main parts of this clutch operation control device include an automatic transmission controller A, which is made up of a microcomputer, drive circuits for various actuators, various relay circuits, a power supply circuit, etc., and an automatic transmission control program is stored in this microcomputer. It includes a control circuit (CPU) 1 that issues control commands in response to each input signal.

An automatic transmission system using this automatic transmission controller A includes an electronic governor 3 as a fuel supply means for driving an injection pump 2 of an engine E, an engine controller 4 for driving this governor based on vehicle load information, and an electronic governor 3 as a fuel supply means for driving an injection pump 2 of an engine E. A clutch actuator 6 that operates the clutch 5 in the power transmission system to engage and separate, a gear shift unit 8 that can switch the gear train of the transmission 7, an engine rotation sensor 9 that outputs engine rotation speed information, and a clutch actuator 6 that operates the clutch 5 in the power transmission system. a clutch rotation sensor 10 that outputs rotation speed information of the output shaft of No. 5; a vehicle speed sensor 11 that outputs vehicle speed information;
A clutch stroke sensor 12 that outputs stroke information of the clutch 5, a gear position sensor 13 that outputs gear train arrangement (gear position) information, and three electromagnetic valves 14, 1 of the clutch actuator 6.
8, 16 and a plurality of electromagnetic valves 17 (only one is shown) of the gear shift unit 8 from an air source 18, an air pipe system 19, a gear change switch 20 that issues a gear position command, and a gear shift switch 20 that issues accelerator opening information. It includes an accelerator sensor 21 that outputs an output, and a power supply circuit 23 that supplies power from a power supply 22 to each controller, solenoid valve, etc.

The engine controller 4 operates the injection pump 2 via the electronic governor 3 to control the engine speed based on load information, various idle up information, and the like.

Automatic shift controller A is accelerator sensor 21
The accelerator opening information and the accelerator pseudo signal calculated based on the vehicle information are selectively outputted to the engine controller 4 via a changeover relay switch (not shown). Moreover, it receives output signals from various sensors, and based on these input information, performs control processing to determine the optimum gear, clutch engagement/disengagement control processing via the clutch actuator 6, and gear train control processing via the gear shift unit 8. Control processing such as gear position switching control processing or switching of the air source 18 to a sub-tank (not shown) is performed in accordance with a predetermined control program, thereby starting, starting, and shifting the vehicle.

The automatic transmission controller A receives information from the accelerator sensor 21, clutch rotation sensor 10, clutch sensor 12, and gear position sensor 13, and controls the transmission when the accelerator opening is below a specified value. When the gear train is held in the starting stage and the clutch 5 is not engaged, the start standby state is set.
As a downhill starting means, the clutch engages when the clutch output shaft rotation exceeds a specified value (s10, s16,
(see s18), and in particular, has a function of reducing the specified value of the clutch output shaft rotation by a predetermined amount (see s13, s14, s15, s17) when a stop of the vehicle is detected.
An automatic speed change control program for performing such functions is built into the control circuit 101, and the main routine of the program is shown in FIG. 2, and the start routine is shown in FIGS. 3a and 3b. Further, in the control data used here, the vehicle speed value that distinguishes between starting and shifting is set to 4 km/h. Furthermore, in the start routine, the specified values of the clutch output shaft rotation speed NCL used in the downhill start process are determined as follows.

That is, when you start to connect the clutch (ONFLG=
In 1), the specified value 3 when starting after the vehicle has stopped (ZEROFLG = 1) is 400 rpm,
When OFLLG = 1 and the vehicle returns to the starting routine from the running state (ZEROFLG = 0), the specified value 1 is set.
450 rpm, the clutch has not started engaging (ONFLG = 0), and the specified value 4 with ZEROFLG = 1.
500 rpm, and the specified value 2 with ONFLG=0 and ZEROFLG=0 is 650 rpm, and these specified values are determined to be larger in this order. In addition, here is the default value 0 when directing to downhill start processing when the accelerator pedal is depressed (accelerator on).
It is determined to be 1000 rpm.

Furthermore, even if the vehicle starts downhill and proceeds to the gear change routine, if the engine speed NE is too low, the clutch is disengaged based on the fact that it falls below the engine stall prevention speed. To avoid this, the engine speed NE is determined to be the specified value, here 400 rpm,
When it falls below this level, control is performed to proceed to fine movement processing, which will be described later.

The automatic shift control processing executed by the control circuit 1 in the automatic shift controller will be described below with reference to a main routine and a starting routine. It should be noted that the shift routine is assumed to be performed by well-known control processing, and its explanation will be omitted here.

In FIG. 2, when the program starts, the control circuit 1 first performs the necessary settings such as clearing the memory and reading dummy data so that the clutch 5 is held at the LE point, which is the start standby position. It can be done. Thereafter, a well-known starting process for starting the engine is entered, and after the starting process, it is determined whether the current vehicle speed is below a specified value of 4 km/h. 4
Above Km/h, it is suitable for gear change processing, and below, it is determined whether the gear position is neutral N or not. When it is in neutral, it goes into the start process, and when it is other than neutral, it goes into the gear shift process to change the gear train according to the vehicle speed when the clutch rotation speed NCL exceeds the specified value, and when it is below the specified value, it goes into the start gear. When the clutch is disengaged, the process proceeds to the start process, which is followed by the engagement operation. Note that the main routine is interrupted at predetermined intervals to execute the rotational speed calculation routine. Here, the engine speed NE, the clutch speed NCL, and the amount of change ΔNE and ΔNCL per unit time in the engine speed and clutch speed are calculated. Furthermore, if the engine speed is below a predetermined engine stall prevention speed, the flag ENSTFLG is set to 1.

Next, the starting routine will be explained with reference to FIG. First, the control circuit 1 turns on the first normally closed solenoid valve 14 and the normally open solenoid valve 16 to operate the clutch actuator 6 and disconnect the clutch 5 (step 1).
Then, in order to rotate the engine at idle, the idle equivalent voltage is outputted as the accelerator pseudo signal voltage V _AC , each flag is initialized, and the process proceeds to step 4. Here, check whether the engine speed NE has fallen below the engine stall prevention speed, that is, the flag
Determine whether ENSTFLG is 1 or not. If the number is below, the process returns to step 1, and if it is above, the process goes to change (step 5). Here, the change lever position and gear position are matched, and an air check on the air source 18 side is performed. Step 6 waits for the gear train to enter the starting gear. Here, based on the output of the gear position sensor 13, when it is determined that the gear train has changed from the neutral N line to the starting gear, the clutch is returned to the LE point (see Figure 4) and LEFLG is set to 1 (step 7). . In step 8, the clutch output shaft rotation speed NCL is
Whether it is smaller than 30 rpm, that is, at this time the clutch output shaft is directly connected to the wheel (not shown),
It is determined whether the vehicle speed is zero or not, and if it is determined that the vehicle is stopped, the flag ZEROFLG is set to 1 and the process proceeds to step 10; otherwise (when it is determined that the vehicle is running), the process directly proceeds to step 10.

Here, it is determined whether or not to start downhill. First, if there is no intention to start (accelerator on), the process goes to step 11, and if there is, the process goes to step 12.

In step 11, a judgment is made as to whether or not the flag ONFLG is 0, that is, whether or not the clutch engagement operation has started when starting on a downhill slope.
From the next judgment, proceed to step 14. step
In step 13, it is determined whether the flag ZEROFLG is 0 or not, that is, whether or not the vehicle is to start after coming to a stop. If the vehicle has been stopped, step 15 is selected, and if the vehicle is running, the step is step 16.
Proceed to. In step 15, clutch output shaft rotation
Step 1 determines whether NCL is less than the specified value 4.
In step 16, it is determined whether the clutch output shaft rotation NCL is smaller than the specified value 2, and if both are smaller, the output is determined in step 19.
If it is larger, proceed to step 20.

In step 14, it is determined whether the flag ZEROFLG is 0 or not, and if the vehicle is starting after stopping, the step
17. If starting from running, proceed to step 18. In step 17, the clutch output shaft rotation NCL is set to the specified value 3.
In step 18, it is determined whether the clutch output shaft rotation NCL is smaller than a specified value 1. If both are smaller, the process proceeds to step 19, and if larger, the process proceeds to step 20.

Here, the specified value 3,1 side is made smaller than the specified value 4,2. This will result in 1 in step 11.
The second judgment takes into consideration the fact that the vehicle speed usually decreases due to engine braking, and as a result, the clutch disengages.
Prevents repeated contact action. Furthermore, the specified value 4
2 is made larger than the specified value, and 1 is made larger than the specified value of 3. As a result, when starting from a stop, the vehicle advances to step 20 in order to engage the clutch as quickly as possible, and when the vehicle returns to the starting routine from running, the vehicle advances to step 19 to prevent unnecessary engagement and disconnection of the clutch.

Step 12 is when there is an intention to start, and here the clutch output shaft rotation speed NCL is the specified value 0.
If it is smaller than (1000rpm), proceed to step 19, and if it is larger, proceed to step 20.

In step 19, it is determined whether the flag PFLG is clear, that is, it is determined whether the engine speed NE has reached the peak point P as shown in FIG. If it has not been reached, proceed to step 21; if it has been reached, proceed to step 22. In step 21, the current accelerator opening signal voltage based on the output of the accelerator sensor 21 is
From V _A , calculate the accelerator pseudo signal voltage V _AC in the peak point approach region (A region). In step 23, a duty signal for duty-operating the second normally closed solenoid valve 15 is calculated based on the accelerator pseudo signal voltage V _AC and output.

After that, in step 24, it is determined whether the engine speed NE has fallen 30 rpm below the peak point. If it has not, the process proceeds to step 4; if it has, the process proceeds to step 25, where clutch hold processing is performed and a flag is flagged.
Let PFLG be 1. Following this, when step 22 is reached, it is determined whether the accelerator opening is 10% or not.

If it is less than 10%, go to step 27, if it is more than 10%, go to step 27.
Proceed to step 28, and judge whether the absolute value of the difference between the engine rotation and the clutch rotation is less than 50 rpm. If it exceeds, proceed to step 27; if not, proceed to step 20.

In addition to step 28, step 20 includes step 12,
It will be reached from 15, 16, 17, and 18. Here, a predetermined duty signal for engaging the clutch is output, and the process proceeds to a judgment as to whether or not the clutch is engaged. At step 29, when the clutch is engaged, step 30
If no connection is made, proceed to step 4.

In step 30, the flag LEFLG is cleared, and in step 31, if the engine speed NE is above 600 rpm, the process returns; if it is below, it is further determined whether the engine speed NE is 400 rpm or less ( Step 32). At 400 rpm or less, the process returns to step 22, and at 400 rpm or more, a change process similar to step 5 is performed to determine whether the gear position has changed. If it does not change, go to step 32; if it changes, return (step 34).

By looping from step 32 back to step 22, it is possible to avoid the clutch disengagement process that is performed when the engine speed NE is low and falls below the engine stall prevention speed when the speed change process is proceeded from a downhill start.

In steps 27 and 35, the target clutch stroke in the fine movement range (B range) is calculated, and then the target engine speed is calculated. Then, the process proceeds to step 36, in which the clutch actuator 6 is operated while the target engine speed is maintained in order to slightly move the vehicle, and a predetermined process is executed to control the clutch stroke to the target clutch stroke, and the process returns to step 4. .

(Effect of the invention) Since the automatic transmission controller lowers the specified value of the clutch output shaft rotation by a predetermined amount when the vehicle is stopped, when the transmission is in the starting gear and the clutch is not engaged, the clutch output shaft rotation is relatively low. When the low specified value is exceeded, the clutch can be engaged early to reduce idle running when starting downhill, and conversely, when the vehicle returns to standby mode rather than driving, the clutch output shaft rotation falls below the relatively high specified value. By immediately disengaging the clutch, unnecessary clutch operation can be prevented at this time.

[Brief explanation of the drawing]

Fig. 1 is a schematic configuration diagram of an automatic transmission controller as an embodiment of the present invention and an automatic transmission system including the controller; Figs. 2 and 3 a and b are flowcharts of a control program used in the above controller; The figure shows a characteristic diagram of clutch stroke over time.
FIG. 5 shows graphs of characteristics of clutch and engine speed changes over time, respectively. DESCRIPTION OF SYMBOLS 1... Control circuit, 5... Clutch, 7... Transmission, 10... Clutch rotation sensor, 11... Vehicle speed sensor, 12... Clutch stroke sensor, 1
3... Gear position sensor, 21... Accelerator sensor, A... Automatic transmission controller, E... Engine.

Claims (1)

[Claims for Utility Model Registration] An accelerator sensor 21 that outputs accelerator opening information, a clutch rotation sensor 10 that outputs rotation information on the clutch output shaft side, a clutch sensor 12 that outputs clutch stroke information, and a transmission. 7
The gear position sensor 13 outputs gear position information, and when the accelerator opening is below a specified value, the gear train of the transmission is held in the starting gear and the clutch 5 is engaged. Detection from means 10 for detecting a stop of the vehicle in a clutch operation control device incorporating downhill starting means (s10, s16, s18) that engages the clutch when the clutch output shaft rotation exceeds a specified value when the vehicle is on standby. A clutch operation control device characterized in that when a stop of the vehicle is detected based on the information (s8, s9), the specified value of clutch output shaft rotation is reduced by a predetermined amount (s13, s14, s15, s17).