JPH0581454B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a clutch control system for an automobile, which is equipped with a predetermined clutch drive means (actuator) for engaging and disengaging a clutch, and the clutch drive means is electrically controlled. It is related to the device.

(Prior Art) Conventionally, as a clutch control device for an automobile as described above, there is a known technique disclosed in, for example, Japanese Publication No. 133924/1983. This conventional technology relates to a clutch control device when engine braking is used, such as when driving downhill, and detects the intake negative pressure to the engine and uses this detected value as the lower limit setting of the intake negative pressure that causes the engine to stop. If the detected value is larger than the set lower limit value, it is assumed that the engine has excess torque and the clutch is kept in the connected state, and if the detected value is smaller than the lower limit value, To avoid engine stoppage, the engine speed is restored by disengaging the clutch and removing the engine load, and when the intake negative pressure becomes greater than the set lower limit, the clutch is reengaged to apply engine braking. This allows for stable downhill driving.

According to this conventional technology, the vehicle speed is set to a constant value,
Compared to the case where engine braking is applied by disengaging the clutch based on this set vehicle speed, the clutch engagement state is controlled up to the engine stop limit in consideration of engine surplus torque, so the clutch disengagement span is reduced. Since the length can be increased and the number of repetitions of acceleration and deceleration can be reduced, the running condition has the advantage of being more stable.

However, in the case of the above-mentioned conventional technology, although it is certainly possible to prevent the occurrence of engine stalling and the number of repetitions of acceleration and deceleration to a certain extent, in the end, the disengagement speed of the clutch itself at the time of gear shifting is related to changes in vehicle speed (deceleration). It is constant. Therefore, when the deceleration is large and when the deceleration is small, the acceleration change of the vehicle at the time of clutch disengagement is different, and the disengagement shock is also greatly different.In particular, the disengagement shock when the accelerator is fully closed and the deceleration is small is different. It has the disadvantage that it becomes larger and the shifting feeling becomes worse.

In other words, as shown in Fig. 12, when the accelerator is fully closed as in normal foot brake braking, the smaller the deceleration, the larger the torsional torque generated in the clutch becomes inversely proportional to the lower the deceleration. The faster the cutting speed, the larger the cutting shock will be.

Therefore, if the clutch is disengaged at the same speed for both slow braking with a small deceleration and sudden braking with a large deceleration as in the prior art described above, it is impossible to obtain a good shift feeling.

(Object of the Invention) The present invention has been made in order to improve the drawbacks of the prior art described above based on the above-mentioned circumstances. An object of the present invention is to provide a clutch control device for an automobile, which improves shift feeling by preventing shock, applies an engine effect even to low vehicle speeds during gentle braking, and prevents engine stalling during sudden braking. That is.

(Means for Achieving the Object) In order to achieve the above object, the present invention provides an actuator for intermittent operation of a clutch provided between an output shaft of an engine and an input shaft of a transmission, and an actuator for controlling a deceleration of a vehicle. A braking state detecting means for detecting a corresponding braking state; and an actuator control means for controlling the clutch to disengage at a faster speed during sudden braking than during normal braking, based on a detection signal from the braking state detecting means. It is something to be prepared for.

(Operation) According to the above means, the actuator control means for controlling the actuator for driving the clutch changes the clutch disengagement speed to sudden braking with large deceleration based on the detection signal of the braking state detection means for detecting the braking state of the vehicle. At times, the deceleration is designed to be faster than during slow braking where the deceleration is small. Therefore, in the case of slow braking with small deceleration, by slowly disengaging the clutch and reducing the change in longitudinal acceleration of the vehicle when the clutch is disengaged, shocks due to sudden changes in vehicle speed at the time of disengagement can be prevented and further reduced. By extending the clutch state, the engine brake effect can be applied to low vehicle speeds near the idle range. On the other hand, during sudden braking with a large deceleration, the clutch is disengaged faster than during the above-mentioned slow braking, thereby preventing the engine from stalling when sudden braking is applied from a high engine speed state.

(Embodiment) Figures 1 to 10 show an automobile clutch control device and its operation according to an embodiment of the present invention.

First, FIG. 1 shows a schematic configuration of the entire system of the control device.

Reference numeral 1 denotes an automobile engine, and the output shaft 1a of the engine 1 is connected to a transmission 3 via a clutch 2, and the clutch 2 is an operating member for switching on and off the above-mentioned connected state. 2a
have. This operating member 2a is an operating rod 4
The clutch is connected to a first actuator 5 made of a diaphragm via a diaphragm, and is driven in the direction of the arrow at a predetermined stroke and operating speed by the operation of the first actuator 5 to engage and engage the clutch (plate).

The first actuator 5 opens the actuating rod 4 side to the atmosphere, and has a negative pressure chamber 5a on the other end side, and when negative pressure is introduced into the negative pressure chamber 5a, the first actuator 5 opens the actuating rod 4 to the atmosphere. Then, pull the operating member 2a in the direction of arrow A to disconnect the clutch 2. Negative pressure chamber 5a
are connected to an air control valve V ₁ and vacuum control valves V ₂ and V ₃ via a negative pressure passage 6, respectively. Vacuum control valve _V3 is also connected to air control valve _V4 . Air control valve V ₁ , V ₄
are electromagnetic valves that switch between communicating or cutting off communication with the atmosphere to the negative pressure chamber 5a, and are turned ON (excited) or OFF (de-energized) by a valve control signal from the controller 7, which will be described later. It's getting old. In this case, the air control valve V ₁ is in communication when it is in the ON state, the communication is cut off in the OFF state, and vice versa for the air control valve V ₄ . Furthermore, air control valve V ₄
is in communication when vacuum control valve _V3 is open. Vacuum control valves V ₂ and V ₃ are solenoid valves whose input sides are connected to the negative pressure tank 8, respectively.
Similar to the air control valve described above, it is turned on (energized) by the valve control signal from the controller described later.
When turned OFF (de-energized), the supply of negative pressure to the negative pressure chamber 5a is cut off, and when turned ON, negative pressure is supplied. The negative pressure tank 8 is connected via a check valve 9 to an electric pump 11 driven by a motor 10.

The first actuator 5 for engaging and disengaging the clutch is connected to the air control valves V ₁ and V ₄ and the vacuum control valves V ₂ and V ₃ , which are turned ON and OFF based on a valve control signal from a controller to be described later. Therefore, its operating state (connection-hold-disconnection) is controlled (described later).

On the other hand, on the engine 1 side, there is an engine rotation speed detecting means 15 located in the crank pulley portion of the engine to detect the engine rotation speed, and on the clutch 2, a clutch disconnection switch 16 and a clutch disconnection switch 16 for detecting the disengaged state of the clutch 2 are provided. Clutch output shaft rotational speed detection means 17 for detecting the rotational speed of the output shaft 2a of the clutch output shafts 2a are provided, and each of these detection means is inputted to the controller 7, respectively. Further, on the driver's seat side of the vehicle, an accelerator switch 19 that is turned on when the accelerator pedal 18 is depressed by a predetermined amount or more, and a brake switch 21 that is turned on when the brake pedal 20 is further depressed are provided. Each of these switches 19 and 21
ON and OFF signals are also input to the controller 7.

On the other hand, the transmission 3 has an auxiliary transmission 3a that has two auxiliary transmission positions: economy mode (E) and power mode (P), and a main transmission that has normal transmission positions of R, N, and 1st to 5th speeds. A second actuator 23 made of, for example, a diaphragm for mode switching is connected to the mode switching section 22 of the sub-transmission 3a via an actuating rod 24. The second actuator 23 has negative pressure chambers 23a and 23b on both the actuation rod 24 side and the other end side, respectively.
a and 23b are connected to the atmosphere and the above-mentioned negative pressure tank 8 through control valves V ₅ and V ₆ which have control functions using both air and vacuum media, respectively. The control valves V ₅ and V ₆ are electromagnetic valves that are turned on and off by a valve control signal from the controller 7, which will be described later, in the same way as the air control valves V _{1 and} V ₄ and the vacuum control valves V 2 and V ₃ described above. The negative pressure chambers 23a and 23b are connected to the atmosphere when they are in the ON (excited) state, and
In the OFF (non-excited) state, it operates to communicate with the negative pressure tank 8. The second actuator 23 is controlled according to the ON/OFF operation of the control valves V ₅ and V ₆ based on the valve control signal from the controller 7, and the actuating rod 24
The mode switching unit 22 is operated by operating in the direction of arrow E or P to switch to economy mode (E).
and the power mode (P) is switched. The sub-transmission 3a has two mode positions.
A sub-change position switch 25 is provided to display the selected device (E) or (P), and its ON/OFF signals are also input to the controller 7.

Furthermore, the shift lever 26 of the main transmission 3b can be operated by touching the shift lever 26 with the hand.
A main change knob switch 27 that turns ON and a sub change select switch 28 that selects the mode of either one of the sub transmissions 3a are provided, and the main transmission 3b itself displays the shift position of the main transmission 3b. Main change position switch 29
are provided, and each of these switches is ON,
An OFF signal is also input to the controller 7.

Furthermore, the output shaft 30 of the main transmission 3b is also provided with a vehicle speed switch 31 that is turned on at a constant vehicle speed (for example, 15 to 20 km/h) or higher, and the output of this vehicle speed switch 31 is the same as in each case described above. The data is input to a controller 7, which will be described later.

The controller 7 is mainly composed of a CPU, an input/output interface (I/O), and a memory section (RAM and ROM).
It is also configured to include a D/A or A/D and f/v converter for input signal processing as required.

Next, FIG. 2 is a flowchart showing the basic control operation (loop) of the automobile clutch control device shown in FIG. After the initialization of each part of _the system is completed, there is a basic step S ₁ in which data (control parameters) from each of the detection parts and output parts described above are input and predetermined signal processing is performed. A basic step _S2 in which the shift state of the sub-transmission 3a is controlled based on data that has been subjected to predetermined signal processing, and furthermore, after controlling the sub-transmission 3a, the connection state of the clutch 2 is specifically determined. The control routine consists of basic step _S3 that controls the process.

Hereinafter, first, the shift control operation of the sub-transmission _3a at basic step S2 in FIG. 2 shown in FIG. 3 will be explained in detail.

After the start of the control operation, the operating state of the sub-change select switch 28 provided on the shift lever 26 for the main transmission described above is first read into the memory section of the controller 7 (step S 1 ), and then the operating state is read into the memory section of the controller 7 (step S ₁ ). It is determined whether the power mode position (P) is reached (step _S2 ). And as a result,
If the power mode position (P) is set, the sub-change select flag S is set to 0 (step _S3 ), and if the power mode position is not (P), the sub-change select flag S is turned OFF. (step _S4 ). After that, this time, the shift position of the sub-transmission 3a is specifically read based on the input from the sub-shift position switch 25 of the sub-transmission 3a (step _S5 ), and the power mode position ( P) is determined (step S ₆ ), and if YES (power), the sub-change position flag P is set to 0 (step S ₇ ), while if NO (economy) sets the same position flag P to FF (step _S8 ). Then, a new flag M is set based on the flag data S and P obtained by the above operation, and the flag M is set as an exclusive OR output (SR) of the data S and P (step S ₉ ). As a result, the shift position (and state) of the sub-transmission 3a is finally determined accurately.

Next, it is confirmed that the data of the flag M, that is, the exclusive logical sum (SP) is 0 (step S ₁₀ ). As a result, in the case of M=0 (YES), both the above-mentioned control valves V ₅ and V ₆ are maintained in the OFF state (step S ₁₁ ), and the negative pressure chambers 23a and 23b of the above-mentioned second actuator 23 are are communicated with the negative pressure tank 8, and the clutch flag C is set to 1 (hold command) (step _S12 ). Therefore, the second actuator 23 is in a hold state and is not driven, and the mode switching section 22 does not operate.

On the other hand, if M≠0 (NO), the output of the clutch disconnection switch 16 is further read (step S ₁₃ ), and the ON/OFF state of the switch 16 is determined (step S ₁₄ ). If the clutch disconnection switch 16 is ON (YES), it is further diagnosed whether or not the above-mentioned subvariation select flag S is 0 (step _S15 ). When S=0 (YES), the control valve V ₅ is turned ON to communicate the negative pressure chamber 23a of the second actuator 23 to the atmosphere, and the control valve V ₆ is turned OFF to place the negative pressure chamber 23b under negative pressure. Connect to tank 8. Then, by driving the second actuator 23 to operate its actuating rod 24 in the direction of arrow (P) (power mode side) and operating the mode switching section 22, the shift position of the sub-transmission 3a is changed to the power mode (P). ) (step _S16 ). Then, based on the above operating state, clutch C is set to 0 (clutch disengagement required).
(Step _S17 ). On the other hand, if the select flag S is not 0 (NO), the sub-transmission 3a is switched to the economy mode (E) by turning off the control valve V5 and turning on the control valve _V6 , contrary to the above case. Step S ₁₈ ). Thereafter, the process moves to the above-mentioned step _S17 (C←0), and the clutch disengaging direction is controlled.

Next, the control operation of the clutch 2, which is the center of the present invention, will be explained with reference to FIG. In addition, in controlling this clutch, first the controlled operation is (1) connection;
There are three types: (2) hold, (3) disconnection, (1) connection and (2)
In the case of clutch disconnection, each connection speed and disconnection speed are controlled to three speeds according to predetermined factors, and the factors for clutch disconnection include (1) shift of the auxiliary transmission 3a, (2) main transmission It is characterized by 3b shift and (3) braking, and the following explanation will be based on these conditions.

First, the control operation is started and it is first determined whether or not the above-mentioned clutch flag C (see FIG. 3) is set to C=0 (disconnection required) (step S ₁ ).
If C=0, that is, the shift mode of the auxiliary transmission 3a is not set to power mode (P), it is assumed that clutch disengagement is necessary, and then the ON/OFF state of the clutch disengagement switch 16 is read ( Step _S2 ), and the ON state (actual cutting state) is determined (confirmed) (Step _S3 ). When the clutch disconnection switch 16 is ON (YES), setting of flag J (step S ₄ ), then turn air control valve V ₁ OFF and V ₄ ON, vacuum control valve V ₁ OFF and V ₄ ON, and both vacuum control valves V ₂ and V ₃ OFF to reach the specified value. The connected state of the time clutch 2 is maintained (step _S5 ). On the other hand,
In step _S3 above, if the clutch disconnection switch 16 is not ON (NO), the clutch 2
A flag E (described later) is set (step S ₆ ) to set the cutting speed of the cutter. (step)
_S7 ). When E=0 (for R, N, and I speeds), turn off the air control valves V ₁ and V ₄ , turn off the vacuum control valve V ₂ , and turn on V ₃ to switch to low speed (S).
Disconnect clutch 2 (step _S8 ). Also,
In the case of E=1 (2nd and 3rd speed), the air control valve
Turn off V ₁ , turn on V ₄ , turn on vacuum control valve V ₂ ,
Turn off _V3 and disconnect clutch 2 at medium cutting speed (M) (step _S9 ). Furthermore, E=2
(for 4th and 5th speeds), the air control valve
Both V ₁ and V ₄ are turned OFF, and both vacuum control valves V ₂ and V ₃ are turned ON, and the clutch 2 is disconnected at a high cutting speed (F) (step S ₁₀ ). In this way, the clutch is disengaged at a speed corresponding to the shift position of the main transmission so that the high speed side is faster than the low speed side.

On the other hand, if the clutch flag C is not 0 (NO) in step _S1 described above (disconnected state),
Next, the main shift position switch 2 of the main transmission 3b
The shift state of step 9 is read (step _S11 ), and the process moves on to determining whether or not the shift position of the main transmission 3b is in the neutral state (N) (step S11).
_S12 ). As a result, when the shift position of the main transmission 3b is in the neutral state (N) (YES), it is assumed that the clutch needs to be disengaged, and the operation proceeds directly to the above-mentioned step _S2 , and similarly to the above-mentioned case, steps _S3 to S3 are performed.
Perform the control operation of _S10 .

On the other hand, if it is not in a neutral state (N) (NO)
In addition, the output state of the main change knob switch 27 is read (step _S13 ), and then its ON or OFF state (operation state) is determined (step _S14 ). If the main change knob switch 27 is ON, that is, if the shift lever 26 of the main transmission 3b is operated (YES), it is determined that it is necessary to disengage the clutch, and the clutch disengagement in steps S ₂ to S ₁₀ described above is performed. Shift to control operation. On the other hand, if the main change knob switch 27 is OFF, that is, the shift lever 26
is in the non-operating state (NO), the rotational speed Nc of the output shaft of clutch 2 is read (step _S15 ) in order to detect the deceleration of the vehicle, and its negative rotational acceleration dNc/dt is Calculate (step
_S16 ).

Next, add the above calculation data K ₁ × dNc × dt to the clutch output shaft rotation speed Nc (or engine rotation speed
Ne) and the clutch disengagement rotation speed (N _L = K ₁ ×
dNc/dt+Nc), and compare the two by setting the idle speed _N1 of the other engine as the set reference speed for clutch disengagement (step
_S17 ). As a result, if the clutch disengagement rotation speed N _L is higher than the idle rotation speed N ₁ (YES), it is determined whether or not the above-mentioned clutch forced high-speed connection setting time displayed as flag J is 0 based on the data state. A judgment is made (Step _S18 ). the result,
If J=0 (YES), flag B (described later) is set (step _S19 ) to determine whether the clutch is connected or held, and then the value of the set flag B is set to 0. A decision is made as to whether the test is true or false (step _S20 ). If B=0, a flag D (described later) that determines the connection speed assuming clutch connection is set (step _S21 ), and then the data value of the flag D is determined (step S21).
_S22 ). As a result, when D=0, the air control valves V ₁ and V ₄ are turned OFF, and the vacuum control valves V ₂ ,
Turn off V ₃ and connect the clutch at a low connection speed (S) (step S ₂₃ ). In addition, when D=1, both the air control valves V ₁ and V ₄ are turned ON, and the vacuum control valves V ₂ and V ₃ are both turned OFF, and the clutch is connected at the medium connection speed (M). _S24 ).
Furthermore, if D=2, the air control valve V ₁
ON, V ₄ OFF and the vacuum control valve.
Both V ₂ and V ₃ are turned OFF and the clutch is connected at a high connection speed (F) (step S ₂₅ ).

On the other hand, in step _S17 , if the clutch disengagement rotation speed N _L is smaller than the set reference rotation speed N ₁ (NO), first the above-mentioned accelerator switch 19 is
Read the output status of (step _S26 ) and turn it ON.
The condition (throttle opening is above a certain level) is determined (step _S27 ). As a result, ON
(YES), it is recognized that the clutch is not required to be disengaged, and the process proceeds to step _S18 . On the other hand, if it is OFF (NO), it is assumed that the clutch is necessary to be disengaged, and the process proceeds to the above-mentioned step _S2 .

Furthermore, in step _S18 , if J is not 0 (NO), flag D is directly set without setting flag B (step _S21 ).
to move to.

Further, if B=0 is not determined in step _S20 (NO), it is in the connected state, and the process moves directly to the hold operation (step _S5 ).

The control operations in steps S ₁₅ and S ₁₆ can also be performed by reading the engine speed Ne and calculating the rate of change dNe/dt of the engine speed Ne based on the data.

Through the above control operations in steps _S15 and _S16 , the clutch disengaging speed can be increased during sudden braking with high vehicle deceleration, while the clutch disengaging speed can be reduced to the idle range during slow braking with low deceleration. It is possible to reduce the speed of nearby vehicles.

Next, the setting operation of each of the above-mentioned flags B, D, E, and J will be explained.

First, FIG. 5 is a flowchart showing the setting operation of flag B, which determines whether the clutch is engaged or held at the time of starting or decelerating.

First, after starting the control operation, the engine speed is
Ne and then the clutch output shaft rotational speed Nc are read in sequence (steps S ₁ to S ₂ ), and these two rotational speeds Ne and Nc are compared with Ne as a reference (step S ₃ ). As a result, if the rotation speed Nc of the clutch output shaft is larger than the engine rotation speed Ne (decrease) (NO), the rotation speed flag G indicating this state is set to 0 (step S4 ₎ . ), the offset flag H, which determines the offset amount for the increase or decrease in engine speed, is once set to 0 (step _S5 ). On the other hand, when the clutch output shaft rotation speed Nc is smaller than the engine rotation speed Ne (increase) (YES), first set the rotation speed flag G to FF (step S). ₆ ) After that, proceed to step _S5 above.

Next, the output of the vehicle speed switch 31 (ON,
OFF) is read (step _S7 ), and the ON/OFF state of the vehicle speed switch 31 is determined (step _S8 ). When the vehicle speed switch 31 is ON (YES), it is determined that the vehicle speed has increased above a predetermined value, and the value (differential value) of the offset flag H is set to _α1 (step _S9 ), and then the main transmission 3b is The shift position of the vehicle speed switch 3 is read based on the output of the main variable position switch 29 (step _S10 ).
If 1 is OFF (NO), the process moves to step _S10 without setting the value of the offset flag H.

Then, the shift position of the main transmission 3b (3
to 5th speed) (step _S11 ),
If YES is the high-speed gear, the value of the offset flag H is set to H+ _α2 (step _S12 ), and then the operation moves to step _S13 , while if NO, the offset flag H is set. The process moves directly to step _S13 .

In step _S13 , the detected value Ne of the engine speed detecting means 15 is differentiated with respect to time t to calculate its rate of change dNe/dt. Then, based on the calculated data, it is determined whether the rotation speed flag G=0 (step _S14 ), and if G=0 (YES), the offset flag H is set as is.
The value of is set to the value of H+dNe/dt (a value larger by the increase in rotational speed) (step _S15 ).

On the other hand, if G is not 0 (NO), the offset flag H is first set to -H (rotational speed decrease) (step _S16 ), and then the value is set to H+.
Set to dNe/dt. This allows the clutch disengagement speed to be set to increase in response to a negative rate of change in the engine speed.

Next, it is determined whether the value of the offset flag H is greater than 0 (step _S17 ). As a result, in the case of YES, the flag I indicating the increase/decrease in the rotation speed after the offset is set to 0 (still increases even after the offset) (step _S18 ), and then the flag B is set for determining connection or hold. G+I
(Step _S20 ). On the other hand, if H is not 0 (NO) (it still decreases even after offset), the above flag I is set to FF (step _S19 ), and then the above step _{S20 is} performed.
Move on to the operation.

In this way, when G=0, that is, the engine speed Ne is greater than the clutch output shaft speed Nc, I
= 0, that is, when the engine speed Ne is still low, the clutch is connected, and in the opposite case (decreasing), the clutch is held, which is the operation of step _S20 in FIG.

Next, the setting operation of the flag D will be explained with reference to FIG.

In this operation, the flag J in FIG.
After the start of the control operation, it is first determined that J = 0 (step S ₁ ). connection speed F) (step _S2 ).

On the other hand, if J=0 (YES), D is set to 0 (minimum connection speed S) (step S ₃ ).

Then, the rate of change in engine speed dNe/dt
is calculated (step S ₄ ), and it is determined whether the rate of change dNe/dt is greater than a certain set value β (step S ₅ ). As a result, if the result is YES, the value of the flag D is set to D+1 (step S ₆ ), and if the result is NO, the process continues to the next step S _{7 .}
The output of the vehicle speed switch 31 is read (step _S7 ), and then the vehicle speed is set to a constant value (15 to 20 km/h).
h) Determine whether or not the value is greater than or equal to (ON) (OFF) (step _S8 ).

As a result, if YES (NO), flag D
Further set the value to D+1 (Step S ₉ )
After that, if the result is NO (OFF), the process directly advances to the next step _S10 and reads the output of the main variable position switch 29.

Next, it is determined from the data whether the shift position of the main transmission 3b is in the 3rd to 5th gears (high speed gear) (step _S11 ). As a result, YES (3 to 5
In the case _of NO (R,
(N, 1st, 2nd speed), the previous flag value is maintained as it is and the process proceeds to the next step _S13 .

In step _S13 , the engine rotational speed Ne detected by the engine rotational speed detection means 15 and the clutch output shaft rotational speed Nc detected by the clutch output shaft rotational speed detection means 17 are respectively read, and in the next step _S14 , both are read. Compare the magnitude of , the engine rotation speed Ne is the rotation speed of the clutch output shaft.
Determine shift up or down depending on whether the value is greater than Nc, YES (Ne>Nc)
In the case of (shift up), the above flag D is further set to D+1, while NO (Ne<Nc)
In this case (shift down), the previous flag value is maintained and the flag D setting operation is completed. In the setting operation of this flag D, as described above, the mutual magnitude relationship between the engine speed Ne and the clutch output shaft speed Nc is compared, and depending on the result, the shift state of the transmission (upshift or downshift) is determined.
is determined. As a result, the clutch connection speed is controlled to be fast in the case of an upshift, and slow in the case of a downshift.

Therefore, when shifting up, the half-clutch state is shortened as much as possible to prevent engine racing and clutch seizure, and when shifting down, the half-clutch state is kept as long as possible to prevent shocks caused by sudden vehicle speeds. It acts like this.

Next, the setting operation of flag E (clutch disengagement speed) will be explained with reference to FIGS. 7A and 7B.

First, in FIG. 7A, when the control operation is started, the output from the main shift position switch 29 mentioned above is read (step S ₁ ), and then the shift position of the main transmission 3b is changed from the output to the high speed gear. It is determined whether the vehicle is in 4th or 5th gear (step
_S2 ). If YES (if the speed is 4th or 5th), set the value of the flag E to 2 (cutting speed F) (step _S3 ), and if NO (if not the 4th or 5th speed), set the value of the flag E to 2 (cutting speed F). Furthermore, it is determined whether the shift position is 2nd or 3rd gear (step
_S4 ). If the result is YES (in the case of 2nd or 3rd speed), the value on the flag is set to 1 (cutting speed M) (step _S5 ). On the other hand, if NO (if the speed is not 2nd to 5th), the value of the flag E is set to 0 (cutting speed S). In this way, the clutch disengagement speed is first set according to the shift position of the main transmission 3b, and the clutch is set so that the disengagement speed becomes faster as the higher gears go (1st gear → 2nd and 3rd gears → 4th and 5th gear). is controlled.

Next, in addition to setting the value of the flag E as described above, the rotation speed change rate dNc/dt (deceleration) of the clutch output shaft 2b is determined in order to detect the deceleration that changes depending on the braking state of the vehicle. Calculate (step
_S7 ). Then, it is determined that the rate of change dNc/dt is smaller than a predetermined value γ (set in consideration of the engine braking effect) for distinguishing between sudden braking and slow braking (step S ₈ ). As a result, the rate of change dNc/dt,
In other words, when the deceleration of the vehicle is smaller than the established value γ (YES), it is recognized that sudden braking is occurring and the value of the flag E is set even larger to E+1 (step
_S9 ) to increase the clutch disengagement speed, while if it is large (NO), it is recognized as slow braking, the original value of flag E is maintained, and the flag E setting operation is completed. In this case, deceleration may be detected by directly detecting a change in vehicle speed instead of calculating the rate of change in rotational speed of the clutch output shaft.
With this control, as shown in Fig. 11A and B, for example, in the case of the conventional example (Fig. 10A and B), during slow braking with small deceleration, compared to sudden braking with large deceleration. This makes it possible to reduce the disengagement speed of the clutch, thereby making it possible to reduce changes in the longitudinal acceleration of the vehicle, reducing the shock when the clutch is disengaged, and improving the shift feeling.

Furthermore, as a result, the half-clutch state can be extended for a longer period of time, so that the engine brake effect can be exerted even at low vehicle speeds near the idle range. moreover,
In the case of sudden braking, the clutch is quickly disengaged from a state where the engine speed is high, so that engine stalling at a high speed is also prevented.

In the control operation shown in FIG. 7A, the control operations in steps _S7 to _S9 can be changed as shown in FIG. 7B as another embodiment. In the case of Fig. 7 B, turn the brake switch 21 ON and OFF.
This determines whether it is a case of slow braking with only the engine, or a case of sudden braking with the brake switch 20 being depressed, and in the case of sudden braking with the brake switch ON, the value of flag E is increased. This increases the cutting speed of the clutch. Even in this case, the same operation and effect as in the above case can be obtained.

Next, the setting operation of the flag J (high-speed connection time after clutch disengagement) will be explained with reference to FIG.

After starting the control operation, first, the flag J is set to a constant value α ₃ (step S ₁ ). Then, the output of the vehicle speed switch 31 is read (step S ₂ ),
Its ON state (for example, ON at 15 to 20 km/h or more)
If it is YES (ON), the value of the flag J is set to a value J + α ₄ that is larger by α ₄ than the constant value α ₃ (step S ₄ ).
After that, if the result is NO (OFF), the process directly advances to step _S5 and the output of the accelerator switch 19 is read. Then, press the accelerator switch 1
9 is ON (step _S6 ).
Then, when the accelerator switch 19 is ON, that is, the accelerator pedal is depressed by a predetermined amount or more (YES), the flag J is further increased by α ₅ (J + α ₅ = α ₃ + α ₄ + α ₅ ). After the accelerator switch 19 is set to OFF (NO) (step _S7 ), the process directly proceeds to the next step _S8 .

In step _S8 , the output of the main shift position switch 25 corresponding to the shift position of the main transmission 3b is read, and based on it, it is determined that the shift position is in one of the 3rd to 5th gears (step S8). _S9 ). As a result, in the case of YES (3rd to 5th speed), the flag J is set to a value that is further larger by _α6 (J+ _α6 = _α3 + _α4 + _α5 + _α6 ) (step _S10 ). On the other hand, in the case of NO (1st to 2nd speed), the previous J+ _α5 is maintained and the setting operation of each flag J is completed.

In other words, the time it takes to once disengage the clutch and then reengage it at high speed (forced engagement time) through the above control operation is sequentially weighted based on three conditions: vehicle speed, accelerator amount, and shift position of the main transmission. will be determined.

On the other hand, this flag J setting operation is interrupted by a service routine shown in FIG. 9, if necessary. In this interruption, it is first determined whether the value of the flag J mentioned above is J=0 (step S ₁ ), and J=0 (YES) is determined.
In this case, interrupt control is ended unconditionally without decrementing the flag value, and on the other hand J
If ≠0 (NO), set the value of the above flag J to J
-1 (step _S2 ), and after shortening the forced connection time by a predetermined period of time, the interruption control is terminated. This interruption control is
This is done at a constant cycle time, and the above flag J
Unless J=0, the decrementing operation of step _S2 is repeated until J=0, thereby setting the final clutch engagement time. In other words, since the above interrupt has a decrement value of 1, it will not become J = 0 unless it is decremented a number of times (cycle time) equal to the final setting value of flag J.
After all, the connection setting time is set by the value of the flag J mentioned above.

(Effects of the Invention) As explained above, the present invention provides an actuator for intermittent operation of a clutch provided between an output shaft of an engine and an input shaft of a transmission, and a braking state corresponding to deceleration of a vehicle. and actuator control means for controlling the clutch to disengage at a faster speed during sudden braking than during normal braking, based on the detection signal from the braking state detecting means. It is characterized by:

Therefore, according to the present invention, the actuator control means for controlling the actuator for driving the clutch uses the detection signal of the braking state detection means for detecting the braking state of the vehicle to adjust the clutch disengagement speed to a lower speed during sudden braking with large deceleration. It is designed to act faster than during slow braking where the deceleration is small. Therefore, in the case of slow braking with small deceleration, by slowly disengaging the clutch and reducing the change in longitudinal acceleration of the vehicle when the clutch is disengaged, shocks due to sudden changes in vehicle speed at the time of disengagement can be prevented and further reduced. By extending the clutch state, the engine brake effect can be applied to low vehicle speeds near the idle range. On the other hand, during sudden braking with a large deceleration, the clutch is disengaged faster than during the above-mentioned slow braking, thereby preventing the engine from stalling when sudden braking is applied from a high engine speed state.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram of the entire system of an automobile clutch control device according to an embodiment of the present invention, FIG. 2 is a flowchart showing the basic control operation of the above embodiment, and FIG. 3 is a sub-system of the above embodiment. A flowchart showing the shift control operation of the transmission, FIG. 4 is a flowchart showing the clutch control operation in the above embodiment, and FIGS. 5 to 9 show the setting operation of each flag in the clutch control operation of FIG. 4 above. The flowchart shown in FIGS. 10A and 10B is a graph showing the relationship between the clutch stroke and engine and clutch output shaft rotational speeds during slow braking and sudden braking in a conventional automobile clutch control system, FIG. A and B are graphs similar to the above-mentioned FIG. 10 in the automobile clutch control device of the present invention, and FIG. 12 is a graph showing the relationship between the rate of change in engine speed and clutch torsion torque corresponding to the braking state. . 1... Engine, 1a... Engine output shaft, 2
...Clutch, 3...Transmission, 3a...Sub-transmission, 3b...Main transmission, 5...First actuator, 7...Controller, 26...Shift lever, 29...Main shift position Switch (shift position detection means), V ₁ , V ₄ ... Air control valve, V ₂ ,
V ₃ ...Vacuum control valve.

Claims (1)

[Claims] 1. An actuator for intermittent operation of a clutch provided between the output shaft of the engine and the input shaft of the transmission, a braking state detecting means for detecting a braking state corresponding to the deceleration of the vehicle, and and actuator control means for controlling the clutch to disengage at a faster speed during sudden braking than during normal braking, based on the detection signal.