JPS58174726A - Clutch control device of car - Google Patents

Abstract

PURPOSE:To eliminate raching of an engine in a clutch control device of a car for once stopping a clutch connection in a half-clutch state by providing a control circuit adapted to discontinue stopping of the clutch until after stepping on an accelerating pedal, the rev count of the engine starts to increase. CONSTITUTION:A signal of an engine rev count pulser 24 is input to a discrimination circuit 28. The discrimination circuit 28 is adapted to compute a change rate of an engine rev count and output a clutch connection stop signal to a retaining valve exciting circuit 32 and a cancel circuit 30 by an input signal of an accelerating switch 20. The cancel circuit 30 is reset by a disconnection operating signal from a clutch disconnection detecting circuit 29. A cancel signal is output to the exciting circuit 32 to impede the stop of clutch connection until the accelerating pedal is stepped on to start increasing the rev count of an engine, and a connection stop signal once stops generating from the discrimination circuit 28. Thus, racing of an engine can be eliminated.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a clutch control device for an automobile that automatically engages and engages the clutch of an automobile.

In particular, this invention relates to an improvement in which the clutch is temporarily disengaged when the clutch is in a half-clutch state, that is, when the engine speed begins to drop due to an increase in engine load.

The applicant has previously proposed the following clutch control device of this type. Namely.

A discrimination circuit is provided that detects the negative rate of change in the engine speed and generates an output signal, and when the clutch is in a half-engaged state and the engine speed begins to decrease due to an increase in load, the first discrimination circuit The clutch connection is temporarily stopped based on the output (Japanese Patent Application No. 56-662
69, Japanese Patent Application No. 56-13886, etc.).

By the way, if we look microscopically at how the engine speed changes when the clutch is engaged, the engine speed starts to rise immediately after the accelerator pedal is depressed.
1. Normally, there is a delay time of about 0.1 seconds, and during this delay time the engine is in a state similar to a half-cradle/yellow state in which the engine speed decreases. For this reason, in the conventional system described above, during this delay time, the connection of Kurasochi is forcibly stopped based on the output from the discrimination circuit.

The clutch engagement will be delayed by that much.

As a result, the engine speed is relatively high at the time the clutch is once stopped, resulting in a feeling of engine running and deteriorating the driving feeling.

In view of this, one aspect of the present invention is to cancel the forced stop of the Kura-Sochi connection based on the output from the discrimination circuit during the delay time.

By connecting the clutch at the same time the accelerator pedal is depressed, the engine speed is kept low when the clutch is temporarily stopped, thereby eliminating the feeling of engine running.

Therefore, the present invention includes an actuator that operates a clutch engagement/disengagement operation member provided between the output shaft of the engine and the input shaft of the transmission in the direction of clutch engagement, and an actuator that detects a negative rate of change in engine speed. a discrimination circuit that generates an output; a control means that receives the output of the discrimination circuit and stops the operation of the actuator in the clutch connection direction midway;
a clutch disengagement detection circuit that detects that the clutch has been disengaged; and a clutch disengagement detection circuit that is reset by the output of the clutch disengagement detection circuit and stops the holding operation of the control means until the generation of the output from the discrimination circuit once stops. The cancel circuit is configured to cancel the forced stop of the clutch connection of the control means based on the output from the discrimination circuit.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be explained in detail below based on embodiments shown in the drawings.

In Fig. 1, the clutch is disengaged when the shift knob of the shift lever is grasped, and the clutch starts to be engaged when the shift knob is released after the shift is completed.

An embodiment in which the present invention is applied to a so-called semi-automatic clutch type clutch control device will be described.

In FIG. 1, 1 is an engine, 2 is a transmission, and 6 is a clutch provided between the output shaft 1a of the engine 1 and the input shaft 2a of the transmission 2. A flywheel 4 provided at the end of the output shaft 1a of 1
The clutch disc 3a has a clutch disc 6a on the side surface of the clutch disc 6a, and the clutch disc 3a has a pre-clutch disc 6a on the side of the clutch disc 6a.
The flywheel 4 is constantly pressed forward by the biasing force of the disc spring 5 disposed through the mechanical plate 3b.
is pressed against. Further, behind the disc spring 5, a clutch release fork 7 constituting an intermittent operation member whose one end is connected to a release collar 6 is disposed, and a support member that provides the clutch release fork 7 on a clutch housing 8. 9 by rotating it counterclockwise in Figure 1.

The release collar 6 bends the disc spring 5 to release the clutch disc 3a from the flywheel 4 and disconnect the clutch 6, while the clutch release fork 7
By rotating clockwise in FIG. 1, the disc spring 5 is returned to its original state, and the clutch 6 is connected by pressing the clutch disc 6a against the flywheel 4.

Further, a diaphragm device 10 constituting a fluid actuator that operates the clutch release fork 7 in the clutch connecting direction is connected to the tip of the clutch release fork 7 of the clutch 6. The diaphragm device 10 has an atmospheric chamber 10b and a negative pressure chamber 100 divided by a diaphragm 10a, and the diaphragm 10a is connected to the tip of the clutch release fork 7 via a link 10d. Pressure chamber 1
0C has a spring 10e compressed inside, and is connected to the throttle valve 1 of the intake passage 12 via the negative pressure introduction passage 11.
3. It is connected to the downstream side.

A three-way solenoid valve 14 and a holding valve 15 are interposed in the negative pressure introduction path 11. The three-way solenoid valve 14 has a valve body 14d that selectively connects the negative pressure chamber side communication port 14a to the intake passage side communication port 14b and the atmosphere opening port 140.

When the three-way solenoid valve 14 is not energized, the valve element 14d closes the atmosphere opening 140, opens the intake passage side communication port 14b, and transfers the intake negative pressure downstream of the throttle valve 13 in the intake passage 12 to the negative pressure chamber IQQ of the diaphragm device 10. , the diaphragm 10a is biased rearward in the figure against the spring force of the spring 10e, and this bias of the diaphragm 10a causes the clutch release fork 7 to be moved in the clutch non-connection direction (in the opposite direction in Figure 1) via the link 10d. (clockwise) to disengage the clutch 3, while at the time of activation, the valve body: 1. .

14J, close the air intake passage (Nu communication port 14b, open the atmosphere release port 14C, and open the negative pressure chamber 10 of the diaphragm device 10.
By opening C to the atmosphere, the diaphragm device 1
0 diaphragm 10M is biased forward as shown in the figure by the spring force of spring 10e, and the clutch release fork 7
The clutch 3 is connected by rotating it in the clutch connecting direction (clockwise in FIG. 1) in the opposite direction to the above. Also.

The holding valve 15 includes a valve body 15 that opens and closes the negative pressure introduction path 11.
a, and by energizing the holding valve 15 and closing the negative pressure introduction path 11 with the valve body 15a, the three-way solenoid valve 14
This device stops opening the negative pressure chamber 10C of the diaphragm device 10 to the atmosphere during excitation, and maintains the fluid pressure acting on the negative pressure chamber 10C at a constant level. It constitutes a control means for stopping operation in the direction midway. Note that 16 is a space provided in the negative pressure introduction path 11 and a mullet.

Furthermore, 17 is the three-way solenoid valve 14 and the holding valve 15.
A control circuit for controlling the operation of.

The control circuit 17 includes a vehicle speed pulser 18 that detects the rotation speed of the transmission main shaft 2b to detect the vehicle speed, and a carburetor throttle valve 1.
An accelerator switch 20 detects that the accelerator pedal 19 interlocked with 6 is depressed and outputs "H", and a clutch switch 22 detects that the shift knob 21a of the shift lever 21 is squeezed and outputs rLJ. , a gear switch 26 that detects that the gears of the transmission 2 are engaged and outputs rHJ, an engine rotation speed pulser 24 that detects the rotation speed of the engine 1, and a clutch rotation pulser that detects the rotation speed of the clutch 3. Several pulsers 25 are connected to each.

Inside the control circuit 17, as shown in FIG. Excitation circuit 31 and holding valve excitation circuit 3
2.

The connection command circuit 26 receives the vehicle speed signal from the vehicle speed pulser 18 and the accelerator switch 20. clutch switch 2
2 and the gear switch 23, the shift knob 21a of the shift lever 21 is not gripped and the gears of the transmission 2 are engaged.9. In addition, the clutch connection command signal is output when the accelerator pedal 19 is depressed or when the vehicle speed is higher than a predetermined speed. Compare the signal C and the engine speed signal E from the engine speed pulser 24.1
When the rotational speeds indicated by both signals C and E do not match, a connection midway signal is output. Furthermore, the discrimination circuit 2
8 calculates the rate of change of the engine speed signal from the engine speed pulser 24, and performs the above operation when receiving the actuation signal from the accelerator switch 20 when a negative rate of change is detected or when a positive rate of change is detected. If the actuation signal from the accelerator switch 20 is not received, a connection stop signal is generated as an output. In addition, the clutch disengagement detection circuit 29 receives an activation signal from the gear switch 26,
By detecting that the gear of the transmission 2 is in the neutral position based on the actuation signal, it is detected that the clutch 6 has been operated to disengage, and a disengagement operation signal is output. Further, the cancel circuit 6o is reset upon receiving a disconnection operation signal from the clutch disconnection detection circuit 29, and thereafter, upon receiving a connection stop signal from the discrimination circuit 28, generation of this connection stop signal is temporarily stopped. In other words, during the delay time from when the accelerator pedal 19 is depressed until the engine speed starts to rise, the cancel signal is generated. In addition, the three-way solenoid valve excitation circuit 61 receives a clutch connection command signal from the connection command circuit 26 and excites the three-way solenoid valve 14. Further, the holding valve excitation circuit 32 receives the connection stop signal from the 1 discrimination circuit 28 and the connection mid-way signal from the comparison circuit 27, and excites the holding valve 15. When the holding valve 15 is stopped, the excitation of the holding valve 15 is stopped, and when a cancel signal is received from the cancel circuit 60, its operation is forcibly stopped.

Next, the operation of the above embodiment will be explained based on the flowchart of FIG. 3. First, start S. From then on to the first step, it is determined whether the shift knob 21a of the shift lever 21 is being held or not based on the presence or absence of an activation signal from the clutch switch 22.

If YES, it is determined that a gear change operation for speed change is in progress. On the other hand, in the case of No, it is further determined in a second step S2 whether or not the gears of the transmission 2 are engaged based on the presence or absence of an activation signal from the gear switch 23, and in the case of No, it is determined that the gear is in a neutral state ( , at this time, the cancel circuit 3a has been reset in response to a disconnection operation signal from the clutch disconnection detection circuit 29). On the other hand, in the case of YES, it is further determined in a third step S3 whether the vehicle speed is smaller than a predetermined speed based on the vehicle speed signal from the vehicle speed pulser 18, and in the case of YES that the vehicle speed is smaller than the predetermined speed, a fourth step S3 is performed. In S4, it is determined whether or not the accelerator pedal 19 has been depressed based on the presence or absence of an activation signal from the accelerator switch 20, and if no, the engine is overloaded (
The clutch connection command signal is not generated from the connection command circuit 26, and the clutch connection command signal is not generated.
Therefore, both the three-way solenoid valve 14 and the holding valve 15 are in a non-energized state, and the clutch 6 remains disengaged.

On the other hand, if the vehicle speed is higher than the predetermined speed (NO) in the third step, and if the accelerator pedal 19 is depressed (YES in the fourth step S4), it is determined that the vehicle is running or starting, and a connection command is issued. After a clutch connection command signal is generated from the circuit 26 and inputted to the three-way solenoid valve excitation circuit 61, the process proceeds to the fifth step S5, where it is determined whether or not the connection of the clutch B is completed. , If the answer is YES, which has already been completed, the connection of clutch B is maintained as it is. On the other hand, N.

In this case, a connection midway signal is generated from the comparison circuit 27 and inputted to the holding valve excitation circuit 32, and then the sixth step S
In step 6, it is determined whether the rate of change in the engine speed is negative, and if YES, it is further determined in step 7 whether the rate of change in the engine speed has once changed to positive, i.e. It is determined whether a delay time from when the accelerator pedal 19 is depressed until the engine speed starts to increase has elapsed, and in the case of NO, when the delay time has not elapsed yet.

The cancel circuit 30 receives the connection stop signal from the discrimination circuit 28 and generates a cancel signal, and the cancel signal is output to the holding valve excitation circuit 62, whereby the holding valve 1
At the same time as the excitation of the three-way solenoid valve 5 is forcibly stopped, the three-way solenoid valve 14 is energized by the operation of the three-way solenoid valve excitation circuit 61, and the clutch 6 starts to be connected.

On the other hand, if the rate of change of the engine rotational speed has once changed to a positive value (YES) in the seventh step, etc., that is, if the above-mentioned delay time has elapsed, the generation of the cancel signal from the cancel circuit 60 is stopped and the holding valve 15 is stopped. After the forced excitation is released, in the eighth step, it is determined whether or not the accelerator pedal 19 has been depressed based on the presence or absence of an activation signal from the accelerator switch 20, and if no, it is determined that deceleration is in progress. By maintaining the generation of the Kurasochi connection command signal from the connection command circuit 26, the excitation of the three-way solenoid valve 14 by the operation of the three-way solenoid valve excitation circuit 61 is maintained, and the connection of the clutch 3 is maintained. on the other hand.

If the accelerator pedal 19 is depressed (YES), it is determined that the clutch is in a half-clutch state, and a connection stop signal is generated from the determination circuit 28 and output to the holding valve excitation circuit 32, so that the holding valve 15 is Clutch B is energized and the connection of clutch B is temporarily stopped.

On the other hand, if the rate of change in the engine speed is positive (NO) in the sixth step S6, it is determined in the ninth step whether or not the accelerator pedal 19 has been depressed based on the presence or absence of an actuation signal from the accelerator switch 20. , in the case of YES, by maintaining the generation of the clutch connection command signal from the connection command circuit 26, the excitation of the three-way solenoid valve 15 by the operation of the three-way solenoid valve excitation circuit 31 is maintained, and the connection of the clutch B is continued. If the accelerator pedal 19 is not depressed (NO), a connection stop signal is generated from the 1 discrimination circuit 28 and output to the holding valve excitation circuit 32. The valve 15 is energized and the connection of the long latch 3 is temporarily stopped.

Therefore, in the above embodiment, as shown by the solid line in FIG. 4, the cancel signal from the cancel circuit 60 is maintained during the delay time Ta2 from when the accelerator pedal 19 is depressed until the engine speed starts to increase. Since the input is input to the valve excitation circuit 32 and the excitation of the holding valve 15 is forcibly stopped, the diaphragm device 1 due to the excitation of the three-way solenoid valve 14 is
The opening of the negative pressure chamber 10C to the atmosphere at
It is often started at the same time as it is stepped on. Therefore,
As shown by the broken line in the figure, the clutch 3 is operated to engage earlier than in the conventional case where the clutch starts to engage when the engine speed starts to rise after the delay time Td has elapsed. This eliminates the feeling of idleness when the clutch is engaged.

Next, a circuit actually used as the control circuit 17 is shown in FIG. This circuit has various elements added to the control circuit 17 described above, and the connection command circuit 26 converts the vehicle speed signal from the vehicle speed pulser 18 into a voltage signal with a frequency-voltage converter 66, and then converts the vehicle speed signal from the vehicle speed pulser 18 into a voltage signal with a comparator 34. Compare with the reference voltage (voltage set by the resistor) corresponding to the speed,
The rHJ level output when the voltage is higher than the reference voltage is used as a high speed signal, and the high speed signal and the actuation signal from the accelerator switch 20 are outputted to the first human power of the AND gate 36 via the OR gate 65. 2nd man power and 3rd manpower
By manually inputting the clutch switch 22 and gear switch 230 activation signals, the AND gate 36 is
The HJ level output is used as a clutch connection command signal.

Further, the comparison circuit 27 converts the clutch rotation speed signal from the clutch surface rotation speed pulser 25 into a voltage signal using a frequency-voltage converter 37, and then converts the clutch rotation speed signal C from the engine rotation speed pulser 24 into a voltage signal, which will be described later. Engine speed signal E converted into a voltage signal by frequency-voltage converter 43
The first difference amplifier 68 calculates the difference C-E between the two, and the inverse difference E-C is calculated by the second differential amplifier 39.
The calculation results are compared with the reference voltages set by the resistors R2 and R in the first comparator 40 and the second comparator 41, respectively, and if the engine rotation speed E and the clutch rotation speed C match. In this case, the "L" level output of the OR gate 42 is outputted as a connection completion signal, while when they are different from each other, the rHJ level output of the 1jOR gate 42 is outputted as a connection in progress signal.

Furthermore, the 1 discrimination circuit 28 includes an engine rotation speed pulser 24.
The engine speed signal E from the 5 frequency-voltage converter 4
After converting it into a voltage signal in step 6, it is differentiated in a differentiating circuit 44,
A comparator 45 compares the voltage with zero voltage, and when the voltage is above zero voltage, the rHJ level output from the comparator 45 is used as a positive change rate signal, and conversely, when it is below zero voltage, the "L" level output is used as a negative change rate signal. , when the exclusive ○R gate 46 receives an activation signal from the accelerator switch 2o when a negative rate of change signal is output, and when the exclusive OR gate 46 receives an activation signal from the accelerator switch 20 when a positive rate of change signal is output. If an activation signal is not received, the rHJ level output of the exclusive OR gate 46 is output as a connection stop signal, while in other cases, the rLJ level output of the exclusive OR gate is output as a disconnection stop signal. This is what is output as.

In addition, the clutch disconnection detection circuit 29 is connected to the gear switch 26.
The rHJ level output of the inverter 47 is output as a cutting operation signal.

Further, the cancel circuit 60 consists of an AND gate 48 and a D flip-flop 49 to which the rHJ level signal is always input to the D terminal.As shown in FIG. Detection circuit 29
After the output of the Q terminal reaches the rLJ level by being reset in response to a disconnection operation signal from While receiving the signal at the same time, by inputting the rLJ level output of the AN'D gate 48 to the T terminal of the D flip-flop yp 49, the rLJ level output from the Q terminal of the D flip-flop knob 49 is input. The level output is used as a cancel signal, and then the AN of the positive rate of change signal from the comparator 45 of the discrimination circuit 28 is
The output of the AND gate 48 becomes rl (J level due to the output to the D gate 48, and then the D flip-flop 49
The output of the Q terminal becomes rHJ level and the generation of the cancel signal is stopped.

Furthermore, the three-way solenoid valve excitation circuit 61 is connected to the OR gate 50 and the A
It consists of an ND gate 51 and a transistor 52, and the AN
When the D gate 51 receives the clutch connection command signal from the connection command circuit 26, the output of the OR gate 50 receives the cancellation signal from the cancellation circuit 60 and becomes "H" level during the delay time Td. As a result, the output of the AND gate 51 becomes rHJ level, and the transistor 5
2 turns off ONN and excites the solenoid 148 of the three-way solenoid valve 14, while when the delay time Td elapses, the 1 discrimination circuit 2
When the clutch 3 receives a disengagement stop signal from the clutch 3 and maintains it, and is once released when the clutch is in a half-clutch state, the clutch 3 is then completely engaged.

The OR gate 50 receives and maintains the connection completion signal from the comparison circuit 27.

In addition, the holding valve excitation circuit 32 consists of an AND gate 53 and a transistor 54, and the AND gate 56 receives the connection stop signal from the discrimination circuit 28, the connection midway signal from the comparison circuit 27, and the rHJ level from the cancellation circuit 60. When receiving the signal (non-cancellation signal) and the clutch connection command signal from the connection command circuit 26 at the same time, the AND gate 5
The transistor 54 is turned ON by the rHJ level output of 3, and the solenoid 15b of the holding valve 15 is energized.When the AND gate 56 receives a cancel signal from the cancel circuit 60, the rLJ level output of the AND gate 53 causes the holding valve to be held. Excitation of the solenoid 15b of the valve 15 is forcibly stopped.

As explained above, according to one aspect of the present invention, in a device in which the clutch is temporarily disengaged by the control means when a negative rate of change in the engine speed is detected, the engine speed changes after the accelerator pedal is depressed. During the lag time before it starts to rise.

By using a cancel circuit, the temporary stop of the crunch by the control means is canceled.

As soon as you press the accelerator pedal, the clutch starts to engage, allowing you to lower the engine speed when the clutch is partially engaged.

It is possible to eliminate the feeling of idleness when the clutch is engaged, thereby improving the driving feeling.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention, in which Fig. 1 is a general schematic diagram, Fig. 2 is a block diagram of the control circuit, Fig. 3 is a flowchart for explaining the initial production, and Fig. 4 shows the engine when the clutch is connected. Figure 5 is an electric circuit diagram showing the specific circuit of the control circuit; Figure 6 is the input waveform and output of each terminal of the cancellation circuit in the control circuit of Figure 5. It is a figure which shows a waveform. 1...Engine, 1a...Output shaft, 2...Transmission, 2
a...Input shaft, 7...Clutch release fork (intermittent operation member), 10...Diaphragm device (actuator), 15...Holding valve (control means), 28...Discrimination port, 29.Clutch disconnection Detection circuit, 60... Cancellation circuit, 44... Differentiation circuit, 47... Inverter,
49...D flip-flop.

Claims (1)

[Claims] +11 An actuator that operates a clutch engagement/disconnection operation member provided between an output shaft of an engine and an input shaft of a transmission in a clutch engagement direction, and an actuator that detects a negative rate of change in engine speed. a discriminating circuit that generates an output, a control means that receives the output of the discriminating circuit and stops the movement of the actuator in the clutch connecting direction midway, and a clutch disengagement detection circuit that detects that the clutch is disengaged. and,
Reset by the output of the clutch disengagement detection circuit,
A clutch control device for an automobile, comprising: a cancel circuit that suspends the holding operation of the control means until generation of the output from the discrimination circuit once stops. (2) The discrimination circuit also detects a positive rate of change in the engine speed, and the control means receives the output from the discrimination circuit when a positive rate of change is detected and operates the actuator in the direction of clutch engagement. A clutch control device for an automobile according to claim 1, which is for canceling a mid-stop of a vehicle. (3) The actuator is a fluid actuator,
Claim (1) wherein the control means is a valve device that maintains constant the fluid pressure supplied to the fluid actuator.
The clutch control device for an automobile according to item (2) or item (2).