JPH0628994B2 - Clutch control device for vehicles with automatic transmission - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a vehicle with an automatic transmission such as a forklift, and more particularly to a clutch control device that controls clutch engagement.

(Prior Art) In a vehicle with an automatic transmission directly coupled to an engine without a torque converter, the clutch is turned on and off by driving and controlling a clutch driving means such as a hydraulic cylinder, a motor, or various actuators for operating the clutch. . When the clutch drive means is drive-controlled to connect the clutch in the disengaged state, the process of connecting the clutch is divided into the idle state Z1, the half-clutch state Z2, and the clutch engaged state Z3, as shown in FIG. In the half-clutch state Z2, the torque of the engine can be variably controlled and transmitted to the transmission.

In this half-clutch state Z2, the ratio (joining speed) of connecting the clutch from the half-clutch connection start point S1 to the half-clutch connection end point S2, that is, the drive amount S of the clutch drive means is the presence / absence of a load and the engine speed. It is uniquely decided regardless of the size. Then, the clutch is connected by the driving means at a predetermined joining speed in the half-clutch state Z2, and when the going clutch reaches the half-clutch connection end point S2, the driving means immediately enters the clutch connection area and is completely connected. To be done.

(Problems to be solved by the invention) However, the rotation speed of the input shaft connected between the clutch and the automatic transmission and the rotation speed of the engine match (synchronize) due to the difference in the load or the degree of the load. In many cases, the clutch reaches the half-clutch engagement end point S2 in the state where the clutch is not engaged. In that case, if the clutch is completely engaged immediately, a great shock will be applied to the clutch, which will adversely affect the driving feeling and the clutch etc. However, there is a problem that the durability of the drive mechanism is adversely affected.

Therefore, it is conceivable to set the joining speed in the half-clutch state Z2 to a slow joining speed that is under a heavy load as shown by a broken line in FIG. 4, but the state of the half-clutch becomes longer when the load is light. There are problems such as wear of the clutch and deterioration of acceleration.

An object of the present invention is to control the clutch in a predetermined half-clutch state until the engine speed and the input shaft speed match when connecting the clutch.
A vehicle with an automatic transmission that solves the conventional problems caused by being completely connected in a state where the two rotation speeds do not match, and improves the driving feeling and the durability of the drive mechanism such as the clutch. To provide a clutch control device.

Configuration of the Invention (Means for Solving the Problems) In order to achieve the above-mentioned problems, the present invention turns on and off the output of the engine, operates the clutch for transmitting the output to the automatic transmission, and the clutch. The clutch drive means for controlling the connected state of the clutch, and the drive speed data of the clutch drive means in each of the idle state, the half-clutch state, and the connected state of the clutch from the disengaged state to the completely engaged state of the clutch. When the clutch is connected to the storage means stored therein, the drive speed data in each of the connected states is sequentially read from the storage means, and the drive control means drives the drive means based on the read data to operate the clutch. In a clutch control device for a vehicle with an automatic transmission consisting of: A gin rotational speed detector, an input shaft rotational speed detector that detects the rotational speed of an input shaft that connects the clutch and the automatic transmission, a clutch detector that detects the operating amount of the clutch, and the clutch detector The state immediately before the half-clutch state of the clutch is shifted to the connection state is determined based on the detection signal from the engine, and when the state immediately before is determined, the engine at that time is determined based on the detection signals from the engine and the input shaft speed detector. When the comparing means for comparing the rotational speeds of the input shaft and the comparing means judge that the rotational speeds do not match, the state immediately before shifting from the half-clutch state to the connected state until both rotational speeds match. In a vehicle with an automatic transmission, which is equipped with a holding control means for controlling the driving stop of the clutch driving means to hold the clutch. The clutch control device is to its gist.

(Function) When the clutch is connected, the engine speed detector detects the engine speed at each moment, and
The input shaft rotation speed detector detects the rotation speed of the input shaft at each time. On the other hand, the clutch detector detects the operation amount of the clutch, that is, the clutch connection state at that time.

Then, the comparing means determines, based on the detection signal from the clutch detector, immediately before the clutch shifts from the half-clutch state to the connected state, based on the detection signals from the engine and the input shaft rotation speed detector, The engine speed and the input shaft speed are compared, and the comparison result is output to the next-stage holding control means. When both rotation speeds do not match, the holding control means stops driving the clutch drive means which is drive-controlled by the drive control means until the both rotation speeds match, and the clutch is connected from the half-clutch state. The state is maintained just before the transition to the state.

(Embodiment) Hereinafter, a preferred embodiment in which the present invention is embodied in a forklift will be described with reference to the drawings.

In FIG. 1, the output of the engine 1 is transmitted to an automatic transmission 4 via a dry single plate clutch 2 and an input shaft 3, and the automatic transmission 4 drives a drive wheel 6 for traveling through an operating gear mechanism 5. Drive forward and backward with the gear ratio of. The dry single-plate clutch 2 for turning on and off the output of the engine 1 is connected to the clutch 2 in relation to the stroke amount S of the rod 7a which is extended based on the drive of a clutch control actuator 7 as a clutch drive means. State Z1, half-clutch state Z2, connection state Z3) is the second
Adjust as shown.

The engine 1 is also used as a drive source of a hydraulic pump that supplies hydraulic oil to a lift cylinder for raising and lowering a fork and a tilt cylinder for tilting a mast.

First rotation speed sensor 8 as an engine speed detector
Detects the rotation speed Ve of the output shaft of the engine 1 and outputs the detection signal to the input / output interface 9. The second rotation speed sensor 10 as an input shaft rotation speed detector detects the rotation speed Vi of the input shaft 3 and outputs the detection signal to the input / output interface 9. Stroke detection sensor 1 as a clutch detector
Reference numeral 1 denotes a potentiometer, which detects the stroke of the rod 7a of the clutch control actuator 7, and the detection signal is converted into a digital signal by the A / D transmission 12 and output to the interface 9.

A central processing unit (hereinafter referred to as CPU) 15 as a drive control means, a comparison means, and a holding control means means operates according to a control program stored in a program memory 16 including a read-only memory (ROM) as a storage means. The detection signal from each sensor is input through the entry output interface 9.

The CPU 15 calculates the rotational speed Ve of the engine 1 at that time based on the detection signal from the first rotational speed sensor 8, and at the same time, based on the detection signal from the second rotational speed sensor 10, the input shaft at that time. The rotation speed Vi of 3 is calculated.

Further, the CPU 15 is adapted to determine the stroke amount S of the rod 7a of the clutch control actuator 7, that is, the connection state of the dry single plate clutch 2 based on the detection signal from the stroke detection sensor 11. .

The rotation speeds Ve and Vi and the stroke amount S are indexed based on the rotation speed and stroke amount data for each detection signal stored in the program memory 16 in advance.

In addition to the control program, the program memory 16 stores clutch operation data when the clutch 2 is connected, that is, the rod 7a of the clutch control actuator 7.
Drive speed data D in each state Z1, Z2, Z3 of
1, D2, D3 are stored, and in this embodiment, each state (play state Z1, half-clutch state Z2, connected state Z3) is stored.
The stroke amount S with respect to the time t is as shown in FIG.

When the clutch 2 is connected, the CPU 15 drives and controls the clutch control actuator 7 via the actuator drive rotation 17 based on the data D1 to D3.

In FIG. 2, the stroke amount S1 of the rod 7a indicates the stroke amount immediately before the clutch 2 shifts from the idle state Z1 to the half-clutch state Z2.
2 indicates that the clutch 2 is in the half clutch state Z2 to the engaged state Z3.
Indicates the stroke amount immediately before moving to. Therefore, in the present embodiment, the clutch 2 is started to be engaged until t1 hours before the state immediately before the idle state Z1 is shifted to the half-clutch state Z2, and the half-clutch state Z2 is entered. After t2 hours, the half-clutch state Z is reached.
From 2 to just before moving to the connection state Z3, the connection state Z3 is entered.

Further, when the clutch control actuator 7 is driven and controlled, the CPU 15 determines the stroke amount S of the rod 7a and the stroke detection sensor 11 which are indexed based on the respective drive speed data D1 to D3 stored in the program memory 16. The actual stroke amount calculated at that time based on the detection signal is compared so that the rod 7a of the clutch control actuator 7 becomes the stroke amount S based on the data, that is, the dry single plate clutch 2 is set to a predetermined value. The actuator 7 is drive-controlled so as to attain the connection state Z3.

Further, when the CPU 15 determines that the stroke amount S of the rod 7a has become S2 based on the detection signal from the stroke detection sensor 11 with the clutch 2 being connected, the CPU 15 immediately determines the first and second strokes. The engine 1 at that time based on the detection signals from the rotation speed sensors 8 and 10
Rotation speed Ve and the rotation speed V of the input shaft 3
i is calculated and both rotation speeds are compared.

When both rotation speeds match (Ve = Vi),
The CPU 15 immediately reads the drive speed data D3 stored in the program memory 16 in the connection state Z3, and drives the clutch control actuator 7 based on the data D3 to connect the clutch 2.

On the contrary, the two rotation speeds do not match (Ve ≠ vi)
At this time, the CPU 15 reads the drive speed data D3 in the connection state Z3 stored in the program memory 16 described above, and based on the data D3, drives the clutch control actuator 7 to stop the processing operation for connecting the clutch 2, Rod 7 at that time until both rotation speeds match
The driving of the control actuator 7 is stopped in order to maintain the stroke amount S2 of a (a state of the half clutch immediately before the clutch 2 is shifted to the connected state Z3).

The work memory 8 is composed of a readable and rewritable memory (RAM), and various calculation results of the CPU 15 are temporarily stored therein.

Next, the operation of the forklift configured as above will be described.

When connecting the clutch 2 which is in the disengaged state while the vehicle is traveling forward, the CPU 15 executes the program memory 1
The drive speed data D1 of the play state Z1 stored in 6 is read, and the clutch control actuator 7 is drive-controlled based on the data D1. Then, the CPU 15 detects the rod 7 based on the detection signal of the stroke detection sensor 11.
When it is determined that the stroke amount S of a has reached S1,
Next, the half clutch state Z stored in the program memory 16
The drive speed data D2 of No. 2 is read, and the clutch control actuator 7 is drive-controlled based on the data D2.

Eventually, the CPU 15 determines that the stroke amount S of the rod 7a is S2 based on the detection signal of the stroke detection sensor 11.
When it is determined that the rotational speed Ve of the engine 1 and the rotational speed Vi of the input shaft 3 at that time are determined based on the detection signals from the first and second rotational speed sensors 8 and 10, both rotational speeds are compared. To do.

At this time, if it is determined that the two rotation speeds do not match, C
PU15 is rod 7 at that time until both rotation speeds match.
The driving of the control actuator 7 is stopped in order to maintain the stroke amount S2 of a (half-clutch state immediately before shifting the clutch 2 to the connected state Z3).

When both rotation speeds match after the time tx, the CPU 15 immediately determines the connection state Z stored in the program memory 16.
The drive speed data D3 in 3 is read and the same data D
The clutch control actuator 7 is driven based on 3 to connect the clutch 2.

Therefore, regardless of the magnitude of the load, the clutch 2 is not always completely connected in the state where the rotation speed Ve of the engine 1 and the rotation speed Vi of the input shaft 3 do not match,
The shock generated in the drive mechanism such as the clutch 2 caused by being completely connected in a state where the two rotation speeds do not match is eliminated, and as a result, the traveling feeling is improved and the durability of the drive mechanism such as the clutch is improved. It can be done.

The present invention is not limited to the above-described embodiment. For example, in the above-described embodiment, the stroke amount S2 of the rod 7a of the clutch control actuator 7 is detected by detecting the stroke amount S of the rod 7a from time to time. Although the stroke detection sensor 11 capable of performing the above operation is used, this may be performed using a sensor such as a limit switch that detects one position of the limit switch. Alternatively, the forklift is embodied in the above embodiment, but the invention may be applied to other vehicles with an automatic transmission.

As described above, according to the present invention, when the clutch is connected, the clutch is controlled to a predetermined half-clutch state until the engine speed and the input shaft speed match, so that the running fee is reduced. It has an excellent effect that the ring can be improved and the durability of the drive mechanism such as the clutch can be improved.

[Brief description of drawings]

FIG. 1 is a diagram showing a mechanism of a drive system of a forklift embodying the present invention and its electric rotating path, and FIG. 2 is a diagram showing a transition of a stroke amount of a rod of a clutch control actuator when the clutch is similarly connected. FIG. 3 is a flow chart for explaining the same operation, and FIG. 4 is a diagram showing changes in the stroke amount of the rod of the clutch control actuator when the conventional clutch is connected. In the figure, 1 is an engine, 2 is a dry single plate clutch, 3 is an input shaft, 4 is an automatic transmission, 7 is a clutch control actuator, 7a is a rod, 8 is a first rotation speed sensor, and 10 is a second speed sensor. Rotation speed sensor, 11 stroke detection sensor, 15 CPU, 16 program memory,
Reference numeral 17 is an actuator drive circuit.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Sumi Kitagawa 1015 Kamiodanaka, Nakahara-ku, Kawasaki City, Kanagawa Prefecture, Fujitsu Limited (72) Inventor, Seiichi Hata, 1015, Kamiodanaka, Nakahara-ku, Kawasaki, Kanagawa Prefecture, Fujitsu Limited (56) References JP-A-58-134232 (JP, A) JP-A-59-106750 (JP, A)

Claims (1)

[Claims] 1. A clutch for turning on and off the output of an engine and transmitting the output to an automatic transmission, a clutch drive means for operating the clutch to control a connection state of the clutch, and a disengaged state of the clutch. Storage means for storing the driving speed data of the clutch drive means in each of the idle state, the half-clutch state, and the engaged state of the clutch from when the clutch is connected to when the clutch is connected. In a clutch control device for a vehicle with an automatic transmission, the driving speed data in each connected state is sequentially read out, and the driving control means drives the driving means based on the read data to operate the clutch. An engine speed detector for detecting the number of revolutions, and an engine connecting the clutch and the automatic transmission. An input shaft rotation speed detector for detecting the rotation speed of the put shaft, a clutch detector for detecting the operation amount of the clutch, and a connection state from the half-clutch state of the clutch based on a detection signal from the clutch detector. Immediately before the shift, when it is determined immediately before, the comparing means for comparing the engine and the input shaft rotational speeds at that time based on the detection signals from the engine and the input shaft rotational speed detector, and both rotational speeds are equal. When the comparison means determines that it has not done so, the holding control for controlling the driving stop of the clutch driving means in order to hold the clutch in the state immediately before the half-clutch state is changed to the connected state until both rotation speeds match. And a clutch control device in a vehicle with an automatic transmission.