JPS59187118A - Control device of dust core type electromagnetic clutch for vehicle - Google Patents

Abstract

PURPOSE:To protect the belt type nonstage speed change gear and decrease the fuel consumption factor by a method wherein a control device of an electromagnetic clutch is provided with an engine rotational speed detecting means, an engine requiring load detecting means, an engine output torque deciding means and an exciting electric current controlling means. CONSTITUTION:A control device of an electromagnetic clutch (b) is provided with an engine rotational speed detecting means (d), an engine requiring load detecting means (e), an engine output torque deciding means (f) and an exciting electric current control means (g). Thereby, at the abnormal condition of an engine output torque, the electromagnetic clutch is made to slip prior to the slipping of a belt type nonstage speed change gear (c), accordingly, the damage of the belt type nonstage speed change gear (c) can be prevented. Further, the high level setting of the line oil pressure of the belt type nonstage speed change gear is not required for preventing of the destructive slipping under the abnormal value of the engine output torque, thereby, the loss of power is prevented practicably, the fuel consumption factor is also decreased desirably.

Description

[Detailed Description of the Invention] Technique V1 Field of the Invention The present invention utilizes a magnetic particle type electromagnetic clutch and a belt type force to convert the rotational force of an engine! (Regarding a control device for a magnetic particle type electromagnetic clutch for a vehicle that protects the belt type continuously variable transmission by controlling the entire transmission torque of the magnetic particle type electromagnetic clutch in a vehicle that transmits data through a step-change transmission. Melt.

BACKGROUND OF THE INVENTION The invention comprises an engine, a pair of variable effective diameter bobbins each having a groove with a groove width of 0 inches, and a transmission belt that is passed between the variable effective diameter bobbins. A belt-type continuously variable transmission that transmits rotational chips in a range below an allowable transmission torque based on the squeezing force of a variable effective diameter boob on its transmission belt; Some vehicles have a magnetic powder type electromagnetic clutch that is inserted between the belt type and the belt type and transmits the rotational force of the engine to the belt type continuously variable transmission according to the magnitude of the excitation current that can be supplied to the excitation coil. After the magnetic particle type electromagnetic clutch of such a vehicle is engaged, the excitation current supplied to the excitation coil is constant, and the output torque of the engine is directly transmitted to the continuously variable transmission. is common. Therefore,
In conventional vehicles, when the vehicle suddenly brakes, an abnormal amount of engine output torque is transmitted to the belt-type continuously variable transmission, causing destructive slippage between the transmission belt and the variable effective diameter pulley. There was a risk that this would occur.

On the other hand, in belt-type continuously variable transmissions, in order to increase the clamping pressure of the variable effective diameter pulley against the transmission belt, the line hydraulic pressure supplied to the hydraulic cylinder that changes the groove width of the variable effective diameter pulley is set to a large value. It is possible to prevent damage by When torque is generated, even with such measures, sufficient protection cannot be achieved, and there is a risk that the belt type continuously variable transmission may be damaged.

Purpose of the Invention The present invention has been made against the background of the above circumstances,
The first objective is to provide a control device for a magnetic particle type electromagnetic clutch that can protect a belt type continuously variable transmission and completely reduce the fuel consumption rate.

Structure of the Invention In order to achieve the purpose of 1υ, the control device of the present invention has the following features:
1) rotational speed detection means for detecting the entire actual rotational speed of the engine; (2) engine required load detection means for detecting the entire required load of the engine; and (3) predetermined engine output torque and engine rotation. Determining the actual engine output torque based on the engine rotational speed and engine required load detected by the rotational speed detection means and the engine required load detection means iiJ from the relationship between the speed and the engine required load. (4) Based on the actual engine output torque determined by the engine output torque determination means, determine the excitation current to be supplied to the excitation coil, and determine the transmission torque of the magnetic particle electromagnetic clutch rtrt. The present invention is characterized in that it includes excitation current control means and τ for setting the actual engine output torque to a value that is six times more than the engine output torque abnormal value.

Effects of the Invention In this way, as shown in the claim correspondence diagram of FIG. The actual engine output torque is determined based on the actual rotational speed of the engine and the required engine load amount from the relationship determined in advance by the engine output torque determining means, and the actual engine output torque abnormal value is determined by the excitation current control means. The magnetic particle type electromagnetic clutch is controlled so that the transmitted torque has a value sufficiently lower than the abnormal torque value of the engine. Therefore, damage to the magnetic powder type machine is completely prevented even when the output torque of the engine is abnormal. Moreover, there is no need to set the line oil pressure of the belt-type f(1) gear transmission high to prevent destructive slippage even at abnormal values of engine output torque.
Power loss can be prevented as much as possible and the fuel consumption rate can be suitably reduced.

The following examples are based on the drawings showing one embodiment of the present invention.
b In FIG. 2, the rotational force of the engine 10 of the vehicle is 1d, and the magnetic particle type electromagnetic clutch 12. The drive side of the vehicle is transmitted through the belt type continuously variable transmission 14 and the differential gear device 16 to the drive side 18, 2 (+). The rotating body 22, the driven side rotating body 26 connected to the input end variable pulley 24 of the belt type continuously variable transmission 14, and the drive side rotating body 22 and the driven side rotating body 26. The magnetic powder (not shown) is integrated with the drive-side rotating body 22, and an excitation coil 28 that firmly fills the gap with the magnetic powder by magnetic force is provided, and as shown in the third factor, It has a characteristic that the transmission torque transmitted from the drive-side rotor 22 to the driven-side rotor 26 increases in accordance with the magnitude of the excitation current ρ supplied to the excitation coil 28.

The belt type continuously variable transmission 14 has the input end (effective diameter) connected to the driven side rotating body 26 via the input end rotating shaft 3 ().
Variable pulley 24 and its human power III variable pulley 24
Between the output fia (effective diameter) variable pulley 34, which forms a pair with the output north rotating shaft 32 and is connected to the differential gear device 16 via the output north rotation shaft 32, and the input side movable boob 924 and the output side variable pulley 34. The hook is complete with a passed conduction belt 36. Input end variable pulley 24 and output end variable pulley 3
4 are the input end rotating shaft 30 and the output north rotating shaft 32, respectively.
The fixed rotating bodies 38 and 4+1 are fixed to the fixed rotating bodies 38 and 4+1, and V grooves with variable groove widths are formed opposite to the fixed rotating bodies 38 and 40, and the input side rotating shaft 30 and the output side rotating shaft 32 are arranged in the Mi+ direction. You can move to the 11th position and rotate the input end + 1ilb
30 and Denotsuki 1i11 and movable rotating bodies 42 and 44 that rotate together with the rotating shaft 32. These movable rotations I/ll: 42 and 44 are driven by a hydraulic actuator (not shown), and an oil raw material (not shown) (11
1 if I′? The tuator is actuated by the fluid flow. The hydraulic control circuit includes the rotational speed of the engine 10 and a throttle valve 46 (described later).
A hydraulic pressure generating device is provided that generates a line hydraulic pressure that increases according to the opening degree of the belt type continuously variable 11. as required depending on the rotational speed of the engine and the opening degree of the throttle valve 46.

72 so that sufficient line oil pressure can be generated.

The ignition device 648 of the engine IO and the throttle valve 46 provided in the intake pipe of the engine 10 are equipped with an ignition signal sensor 50 and a throttle valve 46 to detect the rotational speed of the engine 10 and the amount of load required for the engine 10. A position sensor 52 is provided so that an ignition signal 81 and a throttle opening signal ST are supplied to an I/F circuit 54 and an A/D converter 56. For example, when the engine 10 has four cylinders, the ignition signal sensor 5f) generates two pulses per revolution, and
The /F circuit 54 converts the ignition signal SI into a code signal representing the cycle (=e) and supplies it to the I10 boat 58.The throttle opening signal ST is generally a voltage signal, and this is the A/F circuit 54.
It is converted into a digital signal in the D converter 56 and the I
10 boats 58. That is, a signal representing the opening degree of the throttle valve 46 is input.

60 are provided. The rotation sensor 60 detects passage of a protrusion (not shown) fixed at one location on the outer periphery of the fixed rotating body 38 and generates a rotation sensor SR which is a pulse signal with a period corresponding to the rotation of the input variable pulley 24. is supplied to the I/F circuit 54, and the I/F circuit 54 supplies the code signal 1f10 port 58 corresponding to the period of the rotation signal SR. The rotational signal -jS is the driven rotating body 2 of the magnetic particle electromagnetic clutch 12.
This corresponds to 6 degrees of rotation.

110 port 58 is connected to the familiar CPU 62. [0M64. B, AM66 is connected to kL
J has been written. The 0M64 as a storage means stores programs such as those shown in the flowchart of FIG. 4, which will be described later.
A data map shown in FIGS. 5 and 6, which will be described later, necessary for executing the program is stored in advance, and the CPU
62 is R according to the program stored in ratio 0M64,
Executes data processing while using the temporary memory function of A M, 66, determines the excitation current to be supplied to the magnetic particle electromagnetic clutch 12, and generates a control signal S representing the excitation current of No. 7.
C is supplied from the I10 boat 58 to the D/A converter 68. The D/A converter 68 converts the control signal 8C=2 into a corresponding voltage signal S■ and supplies it to the v/■ (x pressure/current) converter 70. The V/I converter 70 supplies an exciting current corresponding to the voltage signal SV supplied from the D/A converter 68 to the exciting coil 28. Above V/
The I converter 70 is configured as shown in FIG. 7, for example. That is, the voltage signal Sv is converted to a low level by the signal level conversion circuit 72, and then the voltage signal Sv is converted to a low level by the signal level conversion circuit 72.
It can be supplied to the positive input terminal of 4.

The excitation coil 28 is connected to the negative input terminal of the differential amplifier 74.
A low value resistor 7 for sensing the excitation current connected in series with
6, in other words, a signal corresponding to the actual magnetic current is supplied to the differential amplifier 74, and the driver transistor 7 is connected so that the signal difference between the input terminals becomes zero.
A base current is supplied to 8. Driver transistor 7
8 is connected between the positive power supply and the excitation coil 28, and supplies a dynamic magnetic current to the excitation coil 28 in accordance with the output signal of the differential amplifier 74. That is, the differential increase 1lIIV
The i-device 74 performs current feedback control,
As shown in FIG. 8, an excitation current that accurately corresponds to a voltage signal of 8 V is supplied to the excitation coil 28, regardless of changes in the winding resistance due to temperature changes in the excitation coil 28. .

Hereinafter, the operation of this embodiment will be explained according to the flowchart of FIG.

The initialization routine in the previous step 8■ is executed, and the contents of the flag Fd (described later) are written to b.
10 Ignition belief SI laps supplied to boat 58! I
Jit e', the period ti of the rotation signal S R;

A signal VO corresponding to the opening of the throttle valve 46 represented by the throttle opening signal ST is read into the R and AM 66. And step S2 is actual? 1 knee, 7″L
, equal periods tc, rI, and voltage vO, the rotational speed Ne of the engine 10, the rotational speed N1. and the following equations (1), (2), in which the opening degree θ (%) of the throttle valve 46 is stored in advance.
Calculate according to (3). That is, step S
2 is N / (r, p, m) = 60 sec/2 te
−(1)N i (r, +3. l1l) =
00sec/ti-(2)θ(%) = (v6-v
, i/(vrnax-vmin)-(3) However, L, vmi
n (d Signal S when throttle valve 46 is fully closed (during idle)
T XI-IE, V InaXI″i O throttle valve 46
This is the voltage of the signal ST when the engine is fully opened (when the engine 10 is fully loaded).

The rotational speed detection means for the engine 1 () and the required load detection means for the magnetic powder electromagnetic engine are constructed in one piece.

Next, step S3 is executed, and based on the rotational speed Nc of the engine IO and the opening degree θ of the throttle valve 46 that have already been determined, the actual rotational torque Te of the engine 10 and the target transmission of the magnetic particle type electromagnetic clutch 12 at the initial stage of engagement are determined. torque'
[C is calculated from a data map stored in the ROM 54 in advance. That is, first, the ROM 64 stores the transmission torque Tc shown in FIG. 5, the throttle valve 460 opening θ,
71 be done. For example, since the grids of the θ-axis and TCllIllI are equally spaced, the coordinate Yθ on the θ-axis corresponds to the actual opening θ, and the unit length θy on the θ-axis corresponds to the opening θ. determined by dividing by T, n-locus Oj intersecting iα with the θ axis! (1
1=: Yθ in the data on the plane (integer starting from Q)
The engine rotation speed Ne(n)i corresponding to the coordinate Yθ is determined by extracting the data closest to the coordinate Yθ.

Next, the actual engine rotational speed N e f ratio (z L, N c ”) N e (n
) When there is f, the coordinate plane of rc +Iqb is the following 11+1
Switch to the coordinate plane and similarly calculate Ne(11+1)t-. When N e (N e (n + l),
Since Ne(n)(Ne(Ne(n-1-1)), the transmission torque Tc(n) and Ne*(+
The story of 1+1) g ) /l/ riT c (n
+1), the fifth
The transmitted torque Illc at the NP point is determined by line interpolation.

I tanshi, N confusion (b) -〇-a) viscous Yθ 10a Ko
M Also, the ROM 64 shows the relationship between θ+Ne+ and Te, which were found experimentally, in the two-dimensional space of the throttle opening θ axis, the engine speed Ne axis, and the output torque Te axis shown in FIG. A grid-like curved surface data map is marked, and from there, the actual output torque at point Q in Figure 6 can be calculated.
r(8 is calculated.

For example, the coordinates Yθ and Xnτ of the actual throttle opening θ and engine speed Ne are unit lengths θy and N, respectively.
Calculated by dividing by ex, -t coordinate point (Yθ,
Extract the data (maximum 4) of the grid points closest to X11) and perform 1. Decimal value of each coordinate T e = (fe)
X△Yθ+6 (5) - However, e2(
1)-a) X△Xr++af'-(d-c) XQJ
It is n+e.

Next, step 84 is executed, and it is determined whether the content of the flag Fd is 1, that is, whether the engagement control of the magnetic particle type electromagnetic clutch 12 is appropriate excitation control after engagement. If the content of the flag Fd is 0, a flow for engagement control is entered, but step S5 is executed at the same time to determine whether the control is engagement control or appropriate excitation control after engagement. will be done. That is, the engine rotational speed Ne
It is determined whether the absolute value of the difference between the rotational speed IIJI of the driven side rotating body 260 of the magnetic particle type electromagnetic clutch 12 is smaller than a small value Nα corresponding to a predetermined computer calculation error range, and if it is smaller, the clutch Since it is determined that t is engaged, step S7 for proper excitation control after engagement can be executed through step 86 in which the flag Fd is set to 1, but if not, it is determined that the engagement is in progress or before engagement. Then, step S8 is executed for clutch engagement control when the heavy vehicle is in a starting state or the like. That is, the one-stroke control value (control voltage) 1 is calculated by multiplying the transmission torque IllC obtained in step S3 by a constant constant 1 ('), and the control signal SC representing the control value vi is calculated.
1. / 0 boat 58 is supplied to the D/A converter 68, and an excitation current is supplied to the excitation coil 28 from the V/I Humbertau 0 so that the transmission torque of the magnetic particle type electromagnetic clutch 12 becomes the determined transmission torque Tc. The constant 1(' is a constant set at /ζ such that the target transmission torque Tc is obtained by outputting the control signal 8C representing the control value V.

The above cycle is repeatedly executed at high speed, and the rotational speed of the engine 10 (Ne or slower) /l/ -IF4
The target transmission torque T when the clutch is engaged according to the opening degree θ of 6.
c is calculated one after another so that the actual transmitted torque matches its re;i11+ A control signal SC representing the target value vk is output, so the magnetic powder type? The engagement in the U magnetic clutch 2 is suitably adjusted according to the retained water load state of the engine io, so that ζn,
High drivability (acceleration) is maintained, and the solvent consumption rate during engagement is greatly improved. In other words, when the load state required of the engine 10 is large, the opening degree θ (operated amount) of the throttle valve 46 is large.
The rate of increase of the excitation current with respect to the rotational speed Ne of the engine 10 is reduced and increased as shown in A in FIG. 9. Therefore, the magnetic particle type electromagnetic clutch 12 actively slips when engaged, and extremely good drivability (acceleration performance) can be obtained even during sudden acceleration or starting on a slope. On the other hand, when the load required for the engine IO, in other words, the opening degree θ of the throttle valve 46σ' becomes small, the rate of increase of the transmitted torque Ill C with respect to the rotational speed Ne becomes large as shown in B in FIG. The electromagnetic clutch 12 is quickly engaged. engine 10
If the required load is small, the engine rotational speed Nc
The difference between the rotational speed N1 of the driven side rotating body 26 is small, and even if the clutch is engaged quickly, the driveability is not impaired in any way. This eliminates the loss of 111 chips and greatly improves fuel consumption. Therefore, in the step 83 of calculating the transmission torque T''e according to the opening degree 0 of the throttle valve 46, the transmission torque T''e is calculated at the rate of increase of the transmission torque l11C with respect to the rotational speed Ne of the engine 10, in other words, the rate of increase of the excitation current is applied to the engine 10. This forms an increase rate changing means that changes the increase rate in accordance with a decrease in the required load.In other words, step S8 forms an excitation current control means that supplies an excitation current according to the changed increase rate. There is.

If the 7 lag Fd is 1 in step S4,
In other words, if proper [E excitation control after engagement is required, the proper excitation control flow region is entered, but before that step S9 is executed. will be judged. That is, it is possible to determine whether or not the transmission torque TC calculated in step S3 is greater than the output torque Te of the engine. If it is not greater, this means that slipping has occurred in the magnetic particle type electromagnetic clutch 12, so the flag l is set. ” Step S8 for engagement control described above is executed through step 51op in which the content of d is set to 0, but if it is large, it means that no slipping has occurred, so proper excitation after engagement is not possible. Step S7 for sub-control is executed. In step S7, a control value ■ which is the actual engine torque Te multiplied by a constant ki is calculated, and a sterilization signal SC representing the control value V is sent from the I10 boat 58 to D. /A
The converter 68 is supplied with i+a. Then, the control value V, in other words, i+, f'J, < the engine torque T
An excitation current is supplied from the /I converter 70 to the excitation coil 28 so that a transmission torque multiplied by the eVC constant (margin value) 1 ( Torque is the actual engine torque T
The value (1,
0 or more] 2).

Therefore, the excitation current a111-a is controlled so that the transmitted torque of the magnetic particle type N magnetic latch 12 is always a value slightly larger than the actual engine output torque Te, so that when the engine is suddenly braked, etc. Output torque is normal 11θ
Even if the magnetic latch 12 of the belt type continuously variable transmission 14 slips, even if the magnetic latch 12 becomes shockingly large, the belt type continuously variable transmission 14 will slip.
The destructive slippage of No. 4 can be completely eliminated and excellent protection can be achieved. Moreover, conventionally, in the belt type continuously variable transmission 14, the input Ill variable pulley 24 is used to completely prevent destructive slippage.
．． The line oil pressure supplied to the hydraulic actuator that drives the output side variable pulley 34 still has to be completely set, which results in a large power loss, but according to this embodiment, the line oil pressure can be set. 116 can be set to the normal engine output torque `rc and the transmission torque Il+ of the magnetic powder type electric clutch 12 so that the transmission is carried out without slipping at a value that is much higher than As a result, the fuel consumption rate can be suitably improved.

That is, as shown in FIG. The engine's output torque T e 2
C, and the actual engine output torque fD is ni
The transmission torque of the magnetic particle electromagnetic clutch 12 due to the appropriate excitation control after engagement in step S7 is controlled so that it slightly exceeds 02 as shown by line E.
The line oil pressure in the belt type continuously variable transmission 14 is determined so that the transmission of the torque shown by the E line is sufficiently suppressed.For this reason, conventionally, the abnormal torque peak Fv of the engine 10 is (In order to completely prevent destructive trt, line oil H+jlJ force loss is prevented as much as possible so that even the torque shown in line G in Fig. 10 is transmitted without any problem. Therefore, from the relationship shown in FIG. 6, the actual output torque i,'+! of the engine 10 is determined based on the engine rotational speed Ne and the throttle opening θ.
Step S3 in which f li is output is performed because the engine zip 87 has completely formed the excitation current control means.

According to the inventor's experiment, 5% in L A 4 e - road running due to the Claso 1000 engagement ib + Jσ11 in step S8.
(approximately 4 miles/gallon), M positive vJt in step S7
Magnetic control improved fuel consumption by 2-3%.

Although the embodiment of the present invention has been described above based on the drawings, the present invention can also be applied to other aspects.

For example, the output torque Te at step S3 in liJ
The transmission torque IllC is calculated by linear interpolation of a data map stored in advance, but various methods such as circular interpolation are also suitable. Functional expressions for speed Nei variables may be stored in advance, and calculations may be made by calculating the functional expressions in accordance with the variables.

Further, in the above-described embodiment, the load that can be demanded of the C engine is expressed by the opening degree of the throttle valve 46, but the operation of the accelerator pedal, the intake pipe of the engine 10,
Engine demands such as the rate of increase in rotational speed of the engine 10 and the acceleration of the vehicle detected by an acceleration sensor may be expressed in terms of negative 4.

- T c in steps S7 and S8 of the above embodiment
and Te are always multiplied by @1(' and k, but the data of the data map stored in the ROM 64 in advance may be the value obtained by multiplying these constants by ' and 1(. , the control 1 value vf may be calculated by adding the constant instead of multiplying it by =6 in step S7.

Also, +fi? In the embodiment described above, the magnetic particle type electromagnetic clutch 12 is directly inserted between the engine 1 () and the belt type continuously variable transmission 14, but it goes without saying that it may be inserted indirectly. .

It should be noted that what has been described above is just one embodiment of the present invention,
Modifications may be made to the present invention without departing from its spirit.

[Brief explanation of the drawing]

FIG. 1 is a diagram corresponding to claims of the present invention. FIG. 2 is a diagram illustrating the structure of a drive system and circuit of a vehicle to which an embodiment of the present invention is applied. FIG. 3 is a diagram showing the characteristics of the magnetic particle type electromagnetic clutch shown in FIG. 2. FIG. 4 is a flowchart illustrating the operation of the embodiment of FIG. 2. 5 and 6 are diagrams showing the structure of the data map stored in advance in the JiOM 64 of FIG. 2. Figures 7 and 8 are
FIG. 2 is a circuit diagram and characteristic diagram of the V/I converter shown in FIG. 9th
Figures 1 and 10 are diagrams for explaining the operation of the embodiment shown in Figure 2. 10: Engine 12: Magnetic powder electromagnetic clutch 22
2 driving side rotary body 26: driven 1u1] rotary warehouse 28: excitation coil step S2: I engine required load detection means wheel is heavy error step S3: engine output torque determination means step S
7: Exciting current control means Applicant Toyota Motor Corporation Figure 1 Figure 2 Figure 3 Figure 8 Figure 7 Figure 9 Figure 10

Claims (1)

[Scope of Claims] An engine, a pair of variable effective diameter pulleys each having a V groove with a variable groove width, and a transmission belt passed between the variable effective diameter pulleys, A belt-type continuously variable transmission that transmits rotational force without slipping in a range below the allowable transmission torque based on the squeezing force of a variable diameter pulley to the transmission belt, and an excitation coil that connects the engine and the belt-type continuously variable transmission. A heavy vehicle having a magnetic particle type electromagnetic clutch inserted between the two and transmitting the rotational force of the engine to the belt type continuously variable transmission according to the magnitude of the excitation current supplied to the excitation coil. A control device for a magnetic particle type electromagnetic clutch for a vehicle that performs transmission torque control in an engaged state of the magnetic particle type electromagnetic clutch by controlling an excitation current supplied to a coil, the device detecting the actual rotational speed of the engine. a rotational speed detection means; an engine required load detection means for detecting a required load of the engine; and a relationship between the engine output torque, the engine rotational speed, and the engine required load determined in advance. engine output torque determining means for determining an actual engine output torque based on the engine rotational speed detected by the load detection means and an engine request load meter; Based on this, the excitation current to be supplied to the excitation coil FjiI is determined, and the transmission torque of the magnetic particle type electromagnetic clutch is set to a value that exceeds the actual engine output torque and is sufficiently lower than the abnormal output torque value of the engine. The magnetic particle type electromagnetic clutch is caused to slip when the output torque of the engine is abnormal, thereby preventing damage to the belt type continuously variable transmission. This is a dual-purpose magnetic powder type N magnetic control device.