JPS58224815A - Start control system for automatic clutch - Google Patents

Abstract

PURPOSE:To protect a clutch from burning by advancing the clutch connection forcefully to full-clutch condition if the engine rotation does not reach to the level for connecting the clutch compeltely after elapsing predetermined time from the start of clutch connection. CONSTITUTION:The stepping amount of an accelerator pedal 11 is detected by a position sensor 12 to provide a signal to an electronic control circuit 14. Said circuit 14 will control solenoid valve 8a or 8b to drive an actuator 3 thus to connect a clutch 2 into half-clutch or full-clutch state. If the engine rotation will not increase even after elapsing predetermined time from stepping of the accelerator pedal 11, said circuit 14 will control the soldnoid 8b to advance the clutch connection forcefully thus to connect the clutch 2 completely.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a start control system for an automatic clutch, and more particularly to a control system for quickly transitioning from a half-clutch state to a fully engaged state when starting an automobile.

Generally, in an automobile equipped with an automatic transmission, as shown in FIG. 1, shift selection between first and second speeds can be determined using the amount of depression of the accelerator pedal and the vehicle speed as parameters. At the same time as the engine speed changes depending on the amount of depression of the accelerator pedal, as shown in FIG. 2, the appropriate clutch stroke of the automatic clutch is uniquely determined. That is, when the engine speed is N, the optimum value of the clutch stroke is X, and when the engine speed is N2, the optimum value is X. Therefore, in FIG. 2, the part where the straight line is inclined is the half-clutch state, and the clutch is fully engaged when the engine speed is N4 or higher.

However, as mentioned above, when determining the half-clutch position based on the engine speed and operating the clutch at the time of starting, as shown in Figure 3, the accelerator pedal should be depressed to A and remain in that state. (In Figure 1, this pedaling amount AI changes from 1st gear to 2nd gear when the vehicle speed reaches V1.
(This is a stepping stone for shifting up to speed) After starting, the vehicle continues to run at a low rotation speed. The vehicle speed state at this time is shown in FIG. 4, but the vehicle speed still cannot escape from the first speed region and cannot reach the vehicle speed v2 at which the vehicle shifts up to second speed. Also, as shown in Figure 5, the engine speed is maintained at N2 and the clutch stroke is 100%.
Therefore, it is impossible to reach the engine speed Ni- at which the clutch can be fully engaged.

As a result, the clutch stroke did not reach the position X, which corresponds to the fully engaged state of the clutch, as shown in FIG.
It is operated stably at the position X in the range shown by the shaded area in the figure. This region correctly indicates a half-clutch state. In this way, if you continue to drive at a low rotation speed after starting for some reason, you will not be able to fully engage the clutch for any length of time, and you will end up driving with the clutch partially engaged, which may cause clutch burnout and shorten the lifespan of the clutch. This may cause deterioration.

Therefore, the present invention provides an automatic clutch start control system that is free from such inconveniences.

Next, the present invention will be explained in detail using the drawings.

FIG. 7 shows a clutch assembly for carrying out the present invention, in which 1 is the flywheel of the engine, 2 is the clutch,
An actuator 3 operates the clutch, and its piston rod 1a is engaged with the clutch release lever 21 of the clutch 2. A hydraulic chamber 32 of the actuator 3 is connected to a hydraulic pump 5 via a pipe 4.

Reference numeral 6 denotes an achievator disposed in the piping 4, and numeral 7 denotes an electromagnetic supply valve disposed in the piping 4, which is normally closed and opened when energized when the clutch is disengaged.

8a is a first pipe disposed in the pipe 4 or the pipe ioa that communicates the hydraulic chamber 62 of the actuator 3 and the oil tank 9.
This is a solenoid discharge valve that is normally open and closes when power is applied. 8b is the hydraulic chamber 32 of actuator B
Alternatively, a second electromagnetic discharge valve disposed in the pipe 10b that communicates with the pipe 4 and the pipe 10a or the oil tank 9,
The valve opening area is larger than that of the solenoid valve 8a,
Normally, it closes and opens when energized. When the second electromagnetic discharge valve 8b is opened, the discharge of pressure oil from the hydraulic chamber 32 of the actuator 3 per unit time is larger than when the first electromagnetic discharge valve 8a is opened.

Therefore, the speed at which the piston 31 of the actuator 3 moves to the right, that is, the speed at which the clutch 2 is connected increases.

In this way, the first. and second electromagnetic discharge valves 8a and 8
The connection speed of the shift latch can be adjusted by selectively operating either one of b.

11 is an accelerator pedal, 12 is a position sensor that detects the amount of depression of the accelerator pedal, 15 is an idling switch,
14 is an electronic control circuit, which connects the electromagnetic supply valve 7, the first and second
In addition to controlling the electromagnetic exhaust valves 8a and 8b, the controller also controls gear changes in the transmission based on signals obtained from various parts of the vehicle.

In the automatic clutch control mechanism with such a configuration, in the region where the clutch is completely connected or completely disconnected, the second electromagnetic discharge valve 8b is controlled to move the piston 31, and the piston 31 is moved! +1, the moving speed is increased, and in the half-clutch region, the first electromagnetic discharge valve 8a is controlled to slow down the moving speed of the piston.

As is clear from the change in the state of the clutch stroke at the time of starting shown in FIG.
3 is turned off, that is, after depressing the accelerator pedal 11 and starting to engage the clutch 2, if the engine speed does not increase for a predetermined period of time and the clutch is not fully engaged, the engine speed will change. This is to control so that the clutch 2 is forcibly connected completely regardless of the situation. In FIGS. 7 and 8, when the accelerator pedal 11 is started to be depressed and the clutch stroke becomes X2 at time t2, and the clutch is not engaged any further and the half-clutch state continues, time t is 2 seconds after the start of operation.
In , the clutch engagement operation is forcibly progressed,
At time t1, the clutch stroke is XI,
This completely connects the clutch. That is, the seventh
In the figure, when the accelerator pedal 11 is depressed and the idle link switch 13 is turned off, a timer provided in the electronic control circuit 14 starts operating. And about 2
When a second has elapsed, an interrupt is placed on a series of control programs being executed, and the clutch operation program is executed preferentially. Therefore, even when the amount of depression of the accelerator pedal is small and the engine speed does not increase, the half-clutch state does not continue for a long time, and it is possible to avoid clutch burnout and deterioration of the life of the clutch. At this time, the piston speed of the clutch actuator is gear position tit
,=determined according to the amount of depression of the accelerator pedal.For this purpose, the opening time of the hydraulic release pulp on the side that connects the clutch of the clutch actuator, that is, the first electromagnetic discharge valve 8a, is set to be a fixed time. Pulp closing time t
. (See t in FIG. 8). The relationship between the time to close the electromagnetic exhaust valve 8a, the gear position, and the amount of depression of the accelerator pedal is shown in FIG. In FIG. 9, if the amount of depression of the accelerator pedal 11 is small and the gear position is 1st speed, the time period during which the electromagnetic exhaust valve 8a is closed is longer than that of the 2nd speed position.
It can be seen that as the accelerator pedal 11 is depressed, the time during which the -C1 electromagnetic discharge valve 8a is closed becomes shorter and the piston speed becomes faster.

All automatic clutch start control is performed by storing preset functions in memory, constantly detecting the amount of accelerator pedal depression, engine speed, vehicle speed, etc. It performs arithmetic processing and sends a control signal to the clutch actuator. Such signal processing techniques can be performed using various control systems already proposed in the art.

As described above, the present invention provides a method for determining the clutch engagement state based on the engine speed and operating the clutch at the time of starting. There is a way to prevent clutch burnout and deterioration of the life of the clutch by automatically forcibly progressing the clutch engagement from a half-clutch state to a full clutch state.

[Brief explanation of drawings]

Figure 1 shows the shift program, Figure 2 shows the relationship between the proper clutch stroke and engine speed, Figure 3 shows how much the accelerator pedal is depressed, Figure 4 shows the vehicle speed, Figure 5 shows the engine speed, and Figure 6 shows the clutch. Fig. 7 is a block diagram showing an overview of the clutch actuator, Fig. 8 is a diagram of the clutch control operation at the time of start of the present invention, and Fig. 9 is a setting diagram of the closing time of the clutch actuator control pulp. . 1... Flywheel, 2... Clutch, 3...
Actuator, 7...Solenoid supply valve, 8a, 8b...
- First and second electromagnetic exhaust valves, 11... accelerator pedal, 13... idling switch, 14... electronic control circuit. Patent Applicant: Isuso Jidosha Co., Ltd. Agent: Patent Attorney Sangai Tsuji (1 person) Figure 3 Figure 4 Time Figure 5, Figure 6

Claims (1)

[Claims] (1) In a device that determines the engagement state of the clutch from the engine speed and automatically operates the clutch at the time of starting,
If the engine speed does not reach the speed at which the clutch is fully engaged even after a predetermined period of time has elapsed since the start of clutch engagement, the clutch is forcibly engaged regardless of the engine speed. Automatic clutch start control system. Start control method.