JPH0968062A - Controller of vehicle provided with retarder - Google Patents

Abstract

PURPOSE: To secure smooth clutch meeting all the time by making regulation control of the number of revolution of an engine by means of a retarder in the case of clutch connection control after speed change. CONSTITUTION: The induction mechine 26 of a retarder 25 in mounted on a flywheel 3 in an engine drive system provided with a manual transmission 6 and a speed change detecting circuit 41 and an engine rotational speed adjusting circuit 43 areproveded in an electric controller 27. And when the manual transmission 6 is used for speed change during vehicle run, a speed change end point of time is detected and the induction machine 26 is subjected to rotational magnetic field advancing control and accelerated in auxiliary manner by means of a regulation signal in compliance with a deviation of rotational speed of an engine at this time from the shaft rotational speed. And regulation is so carried out as increasing the engine rotational speed being dropped by clutch cutting-off at the time of speed change approximately up to a shaft rotational speed so that a clutch 4 may be always placed in its smooth meeting condition under its state with shocks happening seldom.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle equipped with a retarder for controlling electric braking and auxiliary acceleration by a retarder device including an induction machine mounted in a drive system in a vehicle such as an automobile. The present invention relates to a control device used for subsequent clutch control.

[0002]

2. Description of the Related Art In recent years, the applicant of the present invention has already provided a squirrel cage polyphase induction machine in a drive system of a vehicle such as an automobile. When the induction machine is braking, the induction machine operates as a generator to perform electric braking. At this time, the induction machine converts mechanical energy into electric energy and regenerates it into a battery. Also when starting or accelerating,
A retarder device has been proposed which controls an induction machine to operate as an electric motor by a battery power source to perform auxiliary acceleration. By the energy regeneration cycle of this retarder device,
Especially in large vehicles, it is possible to reduce the effect of engine braking due to the miniaturization of the engine and supplement the heavy use of service brakes, and it is possible to reduce fuel and exhaust gas at the time of starting and accelerating, and this excellent effect Attention has been paid.

Conventionally, in the above retarder device for a vehicle, an induction machine is mounted between a flywheel switch having a large inertial mass on the output side of the engine and a flywheel housing. Then, in the electric control system, when the braking switch is operated, a rotating magnetic field delayed from the shaft rotation speed is applied to the induction machine to operate as a generator and electrically brake. At this time, the mechanical energy of the drive system is converted into electrical energy, and the battery is charged and regenerated. When the acceleration switch is operated, a rotating magnetic field faster than the shaft rotation speed is applied to the induction machine,
In addition, the battery voltage is applied to operate as an electric motor for auxiliary acceleration.

[0004]

By the way, the above-mentioned conventional control device for the retarder device is mainly configured to electrically brake and regenerate energy at this time to assist the acceleration. However, the range of use of the retarder device is further expanded. Therefore, it is desired to effectively utilize it for various controls.

Here, especially in a large-sized vehicle, the drive system is configured by combining a mechanical clutch with a synchromesh transmission, so that the transmission is shifted while the clutch is engaged and disengaged during shifting during traveling. Is required, and the frequency of clutch operation is high. It is desirable to operate so that the clutch can be smoothly engaged in the half-clutch state when the clutch is engaged during this shift, but it is difficult to always smoothly operate the clutch when traveling on an uphill road or when there is a large load of luggage. . Here, in the retarder device described above, since the induction machine is mounted on the flywheel on the clutch input side, the engine speed can be electrically adjusted by the induction machine. Therefore, it is desired to adjust the engine speed by the induction machine when the clutch is engaged after the gear shift so that the clutch is always smoothly engaged.

The present invention has been made in view of this point, and an object of the present invention is to adjust and control the engine speed by a retarder device at the time of clutch connection operation after a gear shift so that clutch engagement can always be performed smoothly.

[0007]

To achieve the above object, the present invention provides a flywheel of an engine drive system,
An induction machine capable of generating and driving electricity is installed, the stator section of this induction machine is connected to a battery that regenerates generated power via an inverter circuit, and a rotating magnetic field delay circuit for electrically braking the inverter circuit and a rotation for auxiliary driving In a control device for a vehicle with a retarder to which a magnetic field advance circuit is connected, a shift detection circuit that detects an actual shift end time in a transmission and a deviation between an engine speed and a shaft speed at the shift end time An engine speed adjusting circuit for outputting an adjustment signal to the rotating magnetic field advance circuit to advance and control the rotating magnetic field of the induction machine.

[0008]

According to the above construction, while the vehicle is running with the engine running, the induction machine is electrically braked by controlling the delay of the rotating magnetic field, and is assisted by controlling the advance of the rotating machine. In addition, when the transmission shifts while the vehicle is traveling, the actual end point of the shift is detected, and at this time, the induction machine controls the advance of the rotating magnetic field by the adjustment signal according to the deviation between the engine speed and the shaft speed. Will be assisted by. For this reason, the engine speed that has decreased due to clutch disengagement during shifting is
The clutch is adjusted so as to increase to the vicinity of the shaft rotational speed, so that even if the clutch pedal is released early, the clutch is always smoothly engaged and engaged in a state with less shock.

[0009]

Embodiments of the present invention will be described below with reference to the drawings. Referring to FIG. 1, the case of a drive system including a manual transmission will be described. The crankshaft 2 of the engine 1 is connected to a flywheel 3, and the flywheel 3 is provided with a clutch 4. Also, the input shaft 5 from the clutch 4
Is connected to the manual transmission 6, and the output shaft 7 is configured to be transmitted to the wheel side. Therefore, in such a drive system, the induction machine 26 of the retarder device 25 is mounted between the flywheel 3 and the housing 3 ′ attached thereto, and the induction machine 26 is provided with an electric control device 27. The circuit is connected.

The manual transmission 6 is, for example, a synchromesh type having six forward gears and one reverse gear, in which an input shaft 5 and an output shaft 7 are coaxially arranged, and these input and output shafts 5 and 7 are arranged below the input shaft 5 and the output shaft 7. The intermediate shaft 8 is arranged in parallel with and the gear shift operation mechanism 9 is provided on the upper part. The input shaft 5 is connected to the intermediate shaft 8 via a reduction gear 10 that also serves as the fifth speed, and the intermediate shaft 8 and the output shaft 7 are connected.
1st gear 11, 2nd gear 12, 3rd gear 13, 4
A high speed gear 14, a sixth speed gear 15, and a reverse gear 16 are provided respectively. Further, in the output shaft 7, a reverse sync mechanism 17, a 1-2 speed sync mechanism 18, 3-4.
A speed synchronizing mechanism 19 and a 5-6 speed synchronizing mechanism 20 are provided respectively, and are configured to obtain each shift speed in synchronization with the clutch being disengaged.

The induction machine 26 is a squirrel-cage polyphase, and the flywheel 3 has a rotor 2 having a rotor core and a rotor.
6b is provided, and the stator side core is provided in the housing 3 ',
A stator portion 26a composed of a coil is provided. The rotor portion 26b and the stator portion 26a are arranged so as to closely face each other in the radial direction, and the rotor portion 26b and the stator portion 26a are opposed to each other.
It operates as an electric motor by advancing the rotating magnetic field of
On the contrary, it is configured to operate as a generator by delaying.

The electric control unit 27 will be described. The stator portion 26a of the induction machine 26 is connected to the battery 29 via the inverter circuit 28, and the charging circuit 30 and the discharging circuit 31 are connected to the circuit of the battery 29. The inverter circuit 28 is composed of a transistor and a diode switch element, and when an opening / closing signal of a predetermined frequency is input, the induction machine 26 operates as a generator, and at this time, the induction machine 26 is operated.
Change the AC voltage generated in
The motor 29 is regenerated into the electric field or is applied with the voltage of the battery 29 to the induction machine 26 to operate as an electric motor. Also,
It has an electric braking switch 32 operated by the driver, an auxiliary acceleration switch 33, and a rotation sensor 34 for detecting the shaft rotation speed of the drive system.

The electric braking switch 32 is connected to the rotating magnetic field delay circuit 35, and when this switch signal is input, a frequency signal of the rotating magnetic field delayed by a predetermined amount with respect to the shaft rotation speed N in accordance with the braking torque is generated to generate the inverter circuit 28. Output to. At this time, the power generation mode signal can be input to the charging circuit 30 to adjust the inverter output voltage and charge the battery 29. The rotating magnetic field delay circuit 35 is set in a weak power generation mode so that the battery can always be charged during normal traveling. The auxiliary accelerating switch 33 is connected to the rotating magnetic field advance circuit 36. When this switch signal is input, a frequency signal of the rotating magnetic field advanced by a predetermined amount with respect to the shaft rotation speed N is generated according to the drive torque, and this frequency signal is converted into the inverter circuit 28. Output to. At this time, the electric mode signal is input to the discharge circuit 31, a DC voltage necessary for operating the induction machine 26 as an electric motor is generated by the battery power supply, and this voltage is applied to the induction machine 31.

Further, the clutch auxiliary control system at the time of gear shift in the electric control unit 27 will be described. First, the manual transmission 6 has a position sensor 40 for detecting a shift position, and a signal from the position sensor 40 is input to a gear shift detection circuit 41 to eliminate forward / backward start due to a shift position change. , The actual end point of the forward speed shift is detected. Further, an engine speed sensor 42 for detecting the engine speed on the clutch input side is provided.
The engine speed Ni of 2 and the shaft speed No of the rotation sensor 34 on the clutch output side are input to the engine speed adjusting circuit 43. The engine speed adjustment circuit 43 calculates a deviation ΔN between the engine speed Ni and the shaft speed No, which decrease due to clutch disengagement at the end of the shift, and obtains an engine speed adjustment amount according to the deviation ΔN. When the shift signal is input, the adjustment signal is output to the rotating magnetic field advance circuit 36, and the rotating magnetic field of the induction machine 26 is advanced and controlled by the amount of advance corresponding to the adjustment amount.

Next, the operation of this embodiment will be described. First, when the manual transmission 6 is shifted from the N position during engine operation, engine power is input to the manual transmission 6 via the clutch 4 and the like, and the transmission power is transmitted from the output shaft 7 to the wheels to drive the vehicle. To do.

When the vehicle is driven, the auxiliary acceleration switch 33 is operated especially when the vehicle is starting or accelerating. Then
A high voltage is generated from the battery 29 by the discharge circuit 31 to the induction machine 2
6, and at the same time a predetermined advance frequency signal is output from the rotating magnetic field advance circuit 36 in accordance with the drive torque.
To the rotor portion 26a of the induction machine 26 and the rotor portion 26a.
A rotating magnetic field advanced with respect to b is generated. Therefore, the induction machine 26 temporarily operates as a powerful electric motor,
The drive system is effectively assisted by the flywheel 3 having a large inertial mass. Therefore, the auxiliary drive of the induction machine 26 is added to the engine power in an overlapping manner to improve the running performance for starting and accelerating, or the accelerator operation amount is reduced to reduce fuel consumption and exhaust gas.

On the other hand, when traveling downhill, the electric braking switch 32
Is operated, the rotating magnetic field delay circuit 35 is operated according to the braking torque.
A predetermined delay frequency signal is input to the inverter circuit 28, and a rotating magnetic field delayed with respect to the rotor portion 26b is generated in the stator portion 26a of the induction machine 26. Therefore, the induction machine 26 operates as a powerful generator, the high-speed drive system is forcibly braked by the flywheel 3, the effect of engine braking is improved, and the vehicle is safely decelerated. At this time, the induction machine 26 generates electric power by the mechanical energy of the drive system,
This electric energy is converted into direct current by the inverter circuit 28, the voltage is adjusted by the charging circuit 30, and the battery 29 is charged. In this way, the above-described auxiliary drive can be semipermanently repeated by energy regeneration of the drive system during electric braking.

Further, a case will be described in which the vehicle shifts from the second speed to the third speed during traveling. First, by disengaging the clutch 4 by operating the clutch, the engine 1 and the wheel side are separated, and in this state, when shifting from the second speed position to the N position, the manual transmission 6 uses the speed change operation mechanism 9 to shift the 1-2 sync mechanism 18. Is released from the gear 12,
The intermediate shaft 8 is further separated from the output shaft 7. After that, when shifting to the third speed position, the free gear 13 on the intermediate shaft 8 side and the output shaft 7 are synchronously connected by the 3-4 synchro mechanism 19 to shift to the third speed.

At this time, the engine speed Ni is released from the accelerator and the clutch is disengaged. Therefore, as shown in FIG. 2, the engine speed Ni is reduced to a substantially idle speed, and a deviation ΔN from the shaft speed No is generated. The deviation ΔN is calculated by the engine speed adjustment circuit 43. Further, when the shift detection circuit 41 detects the shift end time point from the signal from the position sensor 40, the engine rotation speed adjustment circuit 43 outputs an adjustment signal corresponding to the deviation ΔN to the rotating magnetic field advance circuit 36 at the shift end time point. To do. Therefore, the rotating magnetic field of the induction machine 26 is controlled to advance by a predetermined amount, and the induction machine 26 is auxiliary driven as shown in FIG. 2. As a result, the clutch is disengaged. Ni is immediately accelerated to a high shaft speed No. level. For this reason, even if the clutch pedal is released early as shown in FIG. 2, the engine speed Ni and the shaft speed No are substantially equal to each other, so that the clutch 4 smoothly meets with very little slip. The connection reduces the shock. After that, the auxiliary drive by the induction machine 26 gradually decreases, and the engine power corresponding to the accelerator depression is transmitted to restore the original power.

Here, the deviation ΔN between the engine speed Ni and the shaft speed No at the end of the shift changes depending on the shifting conditions, the vehicle speed, etc., but the induction machine 26 assists the engine speed according to the deviation ΔN. Ni is regulated and controlled. Therefore, no matter what the speed change state is, the engine speed Ni
Is increased so as to substantially match the shaft rotational speed No, so that it is possible to always smoothly and quickly engage the clutch. still,
The alternate long and short dash line in FIG. 2 shows a conventional general operating state at the time of gear shifting, and the advantages of the clutch control of the present invention can be clearly understood by comparing with this.

Another embodiment of the present invention will be described with reference to FIG. In this embodiment, an automatic clutch 45 is provided on a flywheel 3 to which a crankshaft 2 of an engine 1 is connected, and an input shaft 5 is connected to a synchronous mesh type automatic transmission 50. In the automatic transmission 50, the input shaft 5, the output shaft 7, the intermediate shaft 8, the transmission gear 51, and the synchro mechanism 52 are configured in the same manner as described above. In the gear shift operation mechanism 53, the plurality of shifter rails 54a to 54c are connected to the select cylinder 55.
Is selectively connected by the connecting member 56, and the shifter rails 54a selected by the connecting member 56 are moved and shifted by the shifter cylinder 57. Here, the respective cylinders 55, 57 of the automatic transmission 50 are operated by a shift control device 58 in a shift pattern according to a traveling condition to automatically perform shift control, and the automatic clutch 45 is controlled by the clutch control device 46. A signal from 58 is input to automatically control the engagement / disengagement of the clutch during a gear shift.

Therefore, also in the drive system of this embodiment, the induction machine 26 of the retarder device 25 is mounted on the flywheel 3. In addition, the electric control unit 27 includes a shift control unit 58.
From the clutch control device 46 and the clutch disconnection and connection signals at the time of gear shift from the clutch control device 46 are input, and the induction machine 26 is auxiliary driven in the same manner as described above at the time of gear shift in the clutch disengaged state.

Therefore, in this embodiment, the vehicle travels by automatically changing the clutch engagement and disengagement according to the traveling condition and transmitting the power. Then, when the vehicle is running, the retarder device 25 performs electric braking and auxiliary acceleration as described above, and at the time of shifting, the engine speed is adjusted and controlled so that the automatic clutch 45 is always smoothly connected.

Although the embodiment of the present invention has been described above, the present invention is not limited to this.

[0025]

As described above, according to the present invention,
In a vehicle with a retarder, when the actual shift is completed during a shift while the vehicle is running, the retarder device assists the engine side to adjust and control the engine speed so that it substantially matches the shaft speed. When the clutch is engaged, the clutch easily engages, and thus even if the clutch pedal is released quickly, the shock can be reduced and the engagement can be smoothly performed. Since the engine speed adjustment control is performed according to the deviation between the engine speed and the shaft speed at the end of gear shifting, the clutch can always be smoothly engaged in any gear shifting condition, and frequent clutch operation can be performed. The durability of the clutch is improved as well. In the drive system in which the automatic clutch is combined with the automatic transmission, the connection time of the automatic clutch at the time of shifting can be shortened, and the control characteristics are improved.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing an embodiment of a control device for a vehicle with a retarder according to the present invention.

FIG. 2 is a diagram showing an operation state during a shift.

FIG. 2 is a configuration diagram showing another embodiment of the present invention.

[Explanation of symbols]

 1 Engine 3 Flywheel 4 Clutch 6 Manual Transmission 6 25 Retarder Device 26 Induction Machine 27 Electric Control Device 28 Inverter Circuit 35 Rotating Magnetic Field Delay Circuit 36 Rotating Magnetic Field Advance Circuit 41 Shift Detection Circuit 43 Engine Speed Adjustment Circuit

─────────────────────────────────────────────────── ───

[Procedure amendment]

[Submission date] August 19, 1993

[Procedure amendment 1]

[Document name to be amended] Statement

[Correction target item name] Brief description of drawings

[Correction method] Change

[Correction contents]

[Brief description of drawings]

FIG. 1 is a configuration diagram showing an embodiment of a control device for a vehicle with a retarder according to the present invention.

FIG. 2 is a diagram showing an operation state during a shift.

FIG. 3 is a configuration diagram showing another embodiment of the present invention.

[Explanation of symbols] 1 engine 3 flywheel 4 clutch 6 manual transmission 25 retarder device 26 induction machine 27 electric control device 28 inverter circuit 35 rotating magnetic field delay circuit 36 rotating magnetic field advance circuit 41 shift detection circuit 43 engine speed adjusting circuit

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Takashi Furuhito 3-1-1 Hinodai, Hino City, Tokyo Hino Motors Ltd.

Claims (2)

[Claims] 1. A flywheel for a drive system of an engine,
An induction machine capable of generating and driving electricity is installed, the stator section of this induction machine is connected to a battery that regenerates generated power via an inverter circuit, and a rotating magnetic field delay circuit for electrically braking the inverter circuit and a rotation for auxiliary driving In a control device for a vehicle with a retarder to which a magnetic field advance circuit is connected, a shift detection circuit that detects an actual shift end time in a transmission and a deviation between an engine speed and a shaft speed at the shift end time A control device for a vehicle with a retarder, comprising: an engine speed adjusting circuit that outputs an adjustment signal to a rotating magnetic field advance circuit to advance and control the rotating magnetic field of an induction machine. 2. The drive system of the engine is characterized in that a mechanical clutch is combined with a synchronous meshing manual transmission, or an automatic clutch is combined with a synchronous meshing automatic transmission. The control device for a vehicle with a retarder according to claim 1.