JPS60109646A - Speed change control method in speed change gear for driving accessory of vehicle - Google Patents

Abstract

PURPOSE:To aim at enhancing the drivability of an engine upon high-load operation, by changing over a transmitting device between its high and low stages in accordance with two signals indicating an engine speed and a throttle opening degree. CONSTITUTION:A drive force transmitted from an engine to a speed change gear 1 is transmitted, being changed over between its two high and low speed stages in accordance with the speed changing operation of the speed change gear 1, to an alternator 3, a power steering pump 4 and a compressor 5. That is, drive force from the engine is delivered from pulleys 6, 7 which are changed over in association with the connection and disconnection of an electromagnetic clutch. A clutch control circuit 49 receives an engine speed signal through an input terminal 51, a throttle opening degree signal through a terminal 52 and a brake signal through a terminal 53. Further, for example, when the engine speed exceeds a first set rotational speed or when the throttle opening degree exceeds a set value, the control is made to lower the speed of the engine.

Description

Detailed Description of the Invention The present invention relates to an input member for inputting the driving force of an engine, and a low-speed transmission member and a high-speed transmission member for transmitting the driving force from the input member to auxiliary equipment at low and high speeds. The present invention relates to a speed change control method in a vehicle accessory drive transmission device in which an electromagnetic clutch is interposed between.

Conventionally, in such an accessory drive transmission, a high-speed transmission member applies driving force to the accessory until the engine speed reaches a predetermined value, and when the engine speed reaches a predetermined value, a low-speed transmission member applies driving force to the accessory. It controls the engagement and disengagement of the electromagnetic clutch to apply force.

However, such a control method has the following problems. In other words, (a) until the engine speed reaches a predetermined value, the driving force is transmitted to the auxiliary equipment by the high-speed transmission member. When the engine starts suddenly, a large starting torque is applied to the engine, which may cause the engine to momentarily drop its rotation speed completely or stop. (b) Since the engine speed is the only control index, the electromagnetic clutch operates at the same engine speed both during low engine load such as during normal driving and during high engine load such as when starting the vehicle or climbing a hill. The drivability of the vehicle is hindered, especially when the engine is under high load. Furthermore, (c) the auxiliary equipment is not driven by the high-speed transmission member until the engine speed decreases and reaches a predetermined value, so even if the brakes are fully applied especially when the engine speed is relatively high, the auxiliary equipment cannot be Almost no braking effect can be expected due to the power consumption of the aircraft.

The present invention has been made in view of such circumstances, and suppresses the extreme drop in engine speed or stoppage due to the starting torque of auxiliary equipment, and completely improves the drivability of the vehicle when the engine is under high load. Moreover, it is an overall object of the present invention to provide a speed change control method in a transmission device for driving an accessory of a vehicle, in which a sufficient braking effect can be obtained by power consumption of the accessory during braking.

In order to achieve this object, the method of the present invention uses an idle speed as the engine speed, a first set speed higher than the idle speed, and a second set speed higher than the first set speed. A set rotational speed is set in advance, and when the engine rotational speed is less than the idle rotational speed, the electromagnetic clutch is controlled to connect the input member and the low-speed transmission member, and the engine rotational speed is equal to or higher than the first set rotational speed. When the throttle opening exceeds a preset value, the electromagnetic clutch is controlled so that the input member and the low-speed transmission member are fully engaged, and when the engine speed is equal to or higher than the idle speed, the second set speed is set. When the brake is activated when the input voltage is less than 8, the electromagnetic clutch is controlled so as to connect the front input member and the high-speed transmission member. In Fig. 1, which shows the auxiliary drive system of a vehicle, driving force is input from a transmission 1, a vcia engine 2 (see Fig. 2), and the engine 2
The driving force is transmitted to an alternator 3, a power steering pump 4, and a near conditioner compressor 5 as auxiliary machines in accordance with the speed change operation of the transmission device 1 in two stages: high speed and low speed. That is,
The transmission 1 includes a large-diameter pulley 6 as a high-speed transmission member,
It is equipped with a small-diameter pulley 7 as a low-speed transmission member, and is used to connect an electromagnetic clutch 8 (see FIG. 2) included in the transmission 1.
In response to the disconnection operation, the driving force from the engine 2 is applied to both pulleys 6.
．． 7 is switched and output.

An endless bell 10 is suspended between the large-diameter pulley 6 and a pulley 9 provided on the input shaft of the alternator 3. Also, a small diameter pulley 7, a pulley 11 provided on the input shaft of the alternator 3 concentrically and with the same diameter as the pulley 9 as shown in FIG. 1A, and a pulley 12 provided on the input shaft of the power steering pump 4. and the pulley 13 provided on the input shaft of the near conditioner compressor 5 and the IF:
, the endless belt 14 is suspended. Goo'J12,
Between 13 and 13, a belt 14171j and a roller 15 for fully bending the belt 14 and increasing the hanging angle of the belt 14 around both boots υ12.73 are brought into sliding contact. Furthermore, the large diameter and small diameter pulleys 6.7 and both pulleys 9, 10 of the alternator 3
A roller 16 is slidably contacted between the two belts 10, 14 in order to provide a suitable total tension, the position of which is adjustable.

In FIG. 2, the transmission 1 includes an input member 18 connected to the crankshaft 17 of the engine 2, a large diameter pulley 6,
It includes a small diameter pulley 7 and an electromagnetic clutch 8 interposed between both pulleys 6.7 and an input member 18.

Rotatably supported by the cylinder block 19 via a bearing 20i t'1. The end portion 17a of the crankshaft 17 is basically fitted into the cylindrical input member 18, and the relative rotational movement of the end portion 1γa and the input member 18 is prevented. Further, a washer 23 that contacts the inner ring of a bearing 22 mounted on the outside of the outer end of the input member 18 is arranged to cover the outer end of the input member 18.
A bolt 24 inserted therein is screwed onto the outer end surface of the end portion 17a. With this fL, the input member 18 and the crankshaft 1
1, and the input member 18 and the crankshaft 17 are substantially integrated.

A disk-shaped first rotating body 25 is attached to the outer end of the input member 18 through the bearing 22 so as to be relatively rotatable. Further, a bearing 28 is mounted on the outer periphery of the input member 18 by a regulating plate 26 and a tapered circlip 27 at a position spaced axially inward from the bearing 22.
A disk-shaped second rotary body 29 is mounted on the rotary body via the bearing 28 so as to be relatively rotatable. A large-diameter pulley 6 is fixed to the outer periphery of the first rotating body 25, and a small-diameter pulley 7, which has a smaller diameter than the large-diameter pulley 6, is fixed to the outer periphery of the second rotating body 29. The washer 23 and the bearing 22 are covered with a cover 30 attached to the first rotating body 25.

Referring also to FIG. 3, the electromagnetic clutch 8
and a second rotating body 25, 29, and an electromagnetic coil 31 disposed on the opposite side of the first rotating body 25 with respect to the second rotating body 29.
and a disk-shaped clutch plate 32 disposed between both rotating bodies 25 and 29, which is allowed to move relative to the input member 18 in the axial direction and is completely prevented from relative rotational movement, and the clutch plate 32 is connected to the first rotating body. 25 side.

The second rotary body 29 [#, a housing portion 34 having a substantially U-shaped vertical section and open to the cylinder block 19 side is provided in an annular shape over the entire circumference, and is supported by a support member 36 fixed to the cylinder block 19 with bolts 35. The supported ring-shaped electromagnetic coil 31 is housed in the housing portion 34VC.

In the input member 18, a plurality of protrusions 37 are provided on the outer periphery between the bearings 22 and 28 at equal intervals in the circumferential direction, and on the inner periphery of the clutch plate 32, a plurality of protrusions 37 are provided on the outer periphery between the two bearings 22 and 28. A plurality of protrusions 38 are provided to protrude and fit into. Therefore, the clutch plate 32 is connected to the input member 18 by a so-called spline connection, and is allowed to move relative to the input member 18 in the axial direction, but is prevented from rotating relative to the input member 18. The disc 1 spring 33 is interposed between the regulating plate 26 and the clutch plate 32, and its spring force causes the clutch plate 32 to move to the first position.
It is urged toward the rotating body 25 side.

The housing portion 34 in the first rotating body 25 and the second rotating body 29
The distance between the bottom portion 34a and the bottom portion 34a is set so that a minute distance δ is formed with the clutch plate 32 interposed between the two 25 and 34a. A pair of arcuate long holes 39. are provided in the bottom portion 34a of the accommodating portion 34 of the bent second rotating body 29, each extending along a pair of virtual concentric lines having different radii of curvature.
A plurality of holes 40 are bored at intervals in the circumferential direction. In addition, the clutch plate 32 has those arcuate long holes 39.4.
A plurality of arcuate elongated holes 41 extending along an imaginary circle between zero are bored at intervals in the circumferential direction, and the first rotating body 25 has a plurality of arcuate elongated holes 42 corresponding to the elongated holes 41. The holes are drilled at intervals in the circumferential direction.

In such an electromagnetic clutch 8, when the electromagnetic coil 31 is excited, the magnetic circuit 43 is activated as shown by the arrow in FIG.
is formed, and the clutch plate 32 is attracted to and coupled to the housing portion 34, that is, the second rotating body 29, against the spring force of the disc spring 33. Therefore, the rotational driving force from the input member 18 is
The coupling between the clutch plate 32 and the accommodating portion 34 of the second rotating body 29 provides the small diameter pulley 7 with the coupling. On the other hand, when the electromagnetic coil 31 is demagnetized, the clutch plate 32 is coupled to the first rotating body 25 by the spring force of the disc spring 33, and the input member 18
The rotational driving force from is applied to the large diameter pulley 6.

Referring to FIG. 4, a control circuit for controlling the engagement and disengagement of the electromagnetic clutch 8 will be explained. The electromagnetic coil 31 of the electromagnetic clutch 8, the key switch 44, and the battery 45 are connected to form a closed circuit, and a drive circuit 46 is interposed between the electromagnetic coil 31 and the batteries 4 and 5. This drive circuit 46 includes an electromagnetic coil 31 and a battery 45.
It consists of an NPN transistor 47 connected in series between them and a resistor 48 connected to the base of the transistor 47. A control signal F is input from a control circuit 49 to the base of the transistor 47 via the resistor 48.

That is, when the control signal F from the control circuit 49 is at a high level, the transistor 47 becomes conductive and the electromagnetic coil 31
is excited, and when the control signal F is at a low level, the transistor 47 is cut off and the electromagnetic coil 31 is demagnetized.

The control circuit 49 includes three input terminals 51, 52, and 53. The engine rotation pulse is input to the input terminal 51, the throttle opening signal pulse is input to the input terminal 52vCfl, and the nib brake signal pulse is input to the input terminal 53i71j. be done.

In Fig. 5, to obtain the engine rotation pulse,
For example, a disc 56 that is integrally fixed to the rotating part 54 of the engine 2 and has a plurality of protrusions 55 at equal intervals on the outer circumference,
An electromagnetic pickup 57 is placed facing the outer periphery of the pickup 57 with a minute interval therebetween. Output terminal 5 of this electromagnetic pickup 57
8, an alternating current signal with a frequency proportional to the product of the number of rotations of the disc 56 and the number of protrusions 55 is obtained, and this is inputted as an engine rotation pulse to the input terminal 51vC.

In FIG. 6, in order to obtain a throttle opening signal pulse, a rotating disk 62 having a notch 61 in a part of the circumference is attached to a shaft 60 that is fixed to an accelerator pedal 59 and rotates together with the pedal 59. A photocoupler 6 having an abbreviated cross-section is fixed, and the rotating disk 62 is sandwiched from both sides.
3 Place all. This photocoupler 63 outputs a throttle opening signal pulse at the NO level when the throttle opening, that is, the amount of depression of the accelerator pedal 59 exceeds a predetermined - constant value.

That is, in FIG. 7, the photocoupler 63 is connected to the resistor 6.
4 and a light-emitting diode 65, and a series circuit consisting of a resistor 66 and a phototransistor 67 are connected in parallel. . Further, this photocoupler 63 is connected to a battery 45 via a key switch 44.

In this photocoupler 63, a light emitting diode 65
When the notch 61 of the rotating disk 62 exists between the phototransistors 61, the phototransistor 67 becomes conductive due to the light from the light emitting diode 65. Therefore, the output of the output terminal 68 connected to the collector terminal of the phototransistor 67 becomes low level. On the contrary, when the light emitting diode 65 and the phototransistor 67 are cut off by the rotating disk 62, the phototransistor 6
γ is cut off, and the output of the output terminal 68 becomes high level.

Therefore, until the throttle opening reaches a preset value, the light emitting diode 65 and the phototransistor 6
If the mounting position of the rotary disk 62 to the shaft 60 and the range of the notch 61 are all set so that the notch 61 is located between 7 and 7, then when the throttle opening exceeds a preset value Then, all high-level pulses can be outputted from the output terminal 68, and this is inputted to the input terminal 52 as a throttle opening signal pulse.

To obtain the brake signal pulse, follow the steps in Figures 6 and 7.
What is shown in the figure may be provided for the brake pedal, and a high-level brake signal pulse can be input to the input terminal 53 when the brake is applied.

Returning again to FIG. 4, since the voltage level of the engine rotation pulse input to the input terminal 51 is low, it is input to the waveform shaping circuit 69 having an amplifier or zero crossing comparator at the input stage, where the engine rotation pulse is inputted to the input terminal 51. It is shaped into a square wave proportional to the number. This rectangular wave is input to the rotation speed measuring circuit 70. The rotation speed measuring circuit 70 includes a counter that counts a number of rectangular waves at regular intervals, and a shift register that temporarily stores the signal tones output from the counter.
It includes a circuit that controls a counter and a shift register, and an oscillator that oscillates all timing pulses, and outputs a signal N at a voltage level corresponding to the current engine speed.

This signal N1-1: first, second, and third comparators 71°7
2.73 respectively. Also, each comparator 71 to 7
3 includes first, second, and third reference signal generators 74, 75 .
76 to signal N. , N1. N2 is input individually, and the voltage levels of the signal N and each signal N., N, , N2 are compared in each comparator 71 to 7''3Vr-.Signal N.

is a voltage level corresponding to a preset rotation speed, for example 750 rpm, corresponding to the idle rotation of the engine 2, signal N1 is a first set rotation speed that is set larger than the idle rotation speed, and signal N2 is a voltage level corresponding to a first rotation speed that is set larger than the idle rotation speed. All the voltage levels corresponding to the second set rotation speed t', which is set larger than the set rotation speed, are respectively provided.

In other words, N. <Nl<N2.

In FIG. 8, the first comparator 71 outputs a high level signal to @ when N<No, as shown in FIG. 8(a). Further, the second comparator γ2 outputs a high level signal when VCN)N, as shown in FIG. 8(b), and the third comparator 73 outputs a high level signal as shown in FIG. 8(c). N) A high level signal is output when N2.

Signal A from the first comparator 71 and signal C from the third comparator 73 are input to an OR gate 77, and the second
Signal Bil''l from comparator 72: input to one input terminal of OR gate 78. Throttle opening signal pulse input to ti input terminal 52 has the same configuration as the waveform shaping circuit 69 described above. The waveform shaping circuit 79 shapes the rectangular wave, and the rectangular wave signal is input to the other input terminal of the DUOR gate 78.The output of the OR gate 78 is ANDed.
It is input to one input terminal of the gate 80. Further, the brake signal pulse inputted to the input terminal 53 is shaped into a rectangular wave by a waveform shaping circuit 81 similar to each of the waveform shaping circuits 69 and 79, and the rectangular wave signal E is inverted by an inverter 82 and sent to an AND gate 80. is input to the other input terminal of The output of the AND gate 80 is input to the remaining input terminal of the OR gate 77, and the output signal F of the OR gate 77 is input to the drive circuit 46 as a control signal.

The entire control operation of the control circuit 49 will be explained with reference to FIGS. 9 to 12. First, when the engine speed is lower than the idle speed, that is, when N<NO, the first Since the signal A from the comparator 71 is at a high level, the output signal Fi of the OR gate 77 is at a high level regardless of the other signals BE.

Next, the engine speed is equal to or higher than the idle speed and the second
When the rotation speed is smaller than the set rotation speed and smaller than the first set rotation speed, that is, N. ≦N(N.

10, the output signals A-CU of the first to third comparators 71 to 73 are all at low level.

Therefore, when the output of the AND gate 8o is at a high level, that is, when the signal E is at a high level and the signal E
When F is at a low level, the output signal F of the OR gate 77 is at a high level. Therefore, when the throttle opening exceeds the set value and the brake is not being operated, the output signal F becomes high level.

When the engine speed is equal to or higher than the first set speed and less than the second set speed, that is, N, ≦N'(N
2, in FIG. 11, the first and third
The output signals A, . . . C of the comparators 71, 73 are at a low level, whereas the output signal B of the second comparator 72 is at a 7.I level. Therefore, the output of the OR gate 78 is at a high level regardless of the throttle opening, and the output of the AND gate 80 is
When the output of the OR gate 77 is at the high level, that is, the signal E obtained by shaping the full waveform of the brake signal pulse is at the low level, the output signal F of the OR gate 77 is at the high level. To summarize, when N1≦N<N2, when the brake is applied, the output signal F of the HOR gate 77 is at a low level, and when the brake is not applied, the signal F is at a high level.

N from FIGS. 10 and 11. When ≦N<N2, the signal F becomes high level when the engine speed exceeds the first set speed or when the throttle opening exceeds the set value.

When the engine speed becomes equal to or higher than the second set rotation speed, the output signal C of the third comparator 73 is at a high level in FIG. 12, so the other signal A is output.

Regardless of B, D, and E, the output signal F of the OR gate 7γ becomes high level.

Next, to explain the operation of this embodiment, when the engine speed is less than the idle speed, and when the engine speed is higher than the first set speed or the throttle opening is higher than the set value, the control circuit 49, that is, the output signal F of the OR gate 77 becomes high level, the electromagnetic coil 31 is excited, and the electromagnetic clutch 8 connects the second rotating body 29, that is, the small diameter pulley 7, and the on/off member 18.

With this fl, the driving force of the engine 2 is transmitted from the small diameter pulley 7 through the entire belt 14 to the pulleys 11, 12, and 13, and then to the alternator 3 and the power steering pump 4.
Also, the compressor 5 for the near conditioner was running at a relatively low speed. At this time, the large-diameter pulley 6 is rotated around the input member 18 by the driving force transmitted from the pulley 9.

Therefore, if, for example, the near conditioner compressor 5 is started while the engine 2 is operating at a low rotational speed below the idle rotational speed, its starting torque will decrease and the load on the engine 2 will be reduced. This prevents the engine 2 from extremely reducing its rotational speed or stopping.

Further, the load on the engine 2 can be completely reduced when the vehicle starts or when the vehicle is launched, and the drivability of the vehicle can be completely improved.

The engine speed is equal to or higher than the idle speed, and
When the rotation speed is less than the set rotation speed, the output signal F of the OR gate 77 becomes low level in response to the brake operation. Therefore, the transistor 47 is cut off, the electromagnetic coil 31 is demagnetized, and the electromagnetic clutch 8 is connected to the manual member 18 and the second rotating body 29.
The input member 18 is coupled to the first rotating body 25. This increases the driving force of engine 2 to large-diameter Goo I.
The large diameter pulley 6 drives the pulley 9 via the belt 10, and further drives the pulleys 12 and 13 via the belt 14. In this way, the alternator 3, the power steering pump 4, and the near conditioner compressor 5 are driven at relatively high speed.

Therefore, when the brake is applied, a relatively large load is applied to the engine 2 due to the driving of the alternator 3, pump 4, and compressor 5, and an excellent braking effect can be obtained.

In the above embodiment, the electromagnetic coil 31 of the electromagnetic clutch 8 is excited to operate the low-speed transmission system, but the electromagnetic coil 31 may be demagnetized to operate the low-speed transmission system. In this case, 171j , the transistor 47'kPNP) of the drive circuit 46 may be replaced with a transistor.

As described above, according to the present invention, when the engine speed is less than the idle speed, the electromagnetic clutch is controlled to connect the input member to the low-speed transmission member, so that the engine does not move in such a low-speed rotation range. Even if the auxiliary equipment is fully started when the engine is in the auxiliary state, its starting torque is reduced and a load is placed on the engine, making it possible to avoid an extreme drop in engine speed or a complete engine stop.

In addition, the electromagnetic clutch is controlled to connect the input member and the low-speed transmission member when the engine speed is higher than the first set speed or when the throttle opening exceeds the set value, so when the vehicle climbs up or starts moving. The load on the engine can be completely reduced, and the drivability of the vehicle can be completely improved.

Moreover, when the brake is activated when the engine speed is higher than the idle speed but lower than the second set speed, the electromagnetic clutch is controlled so that the input member and the high-speed transmission member are fully engaged, so that when the brake is activated, the auxiliary Sufficient braking effect can be obtained with similar power consumption.

Furthermore, when the vehicle immediately goes downhill after a long uphill trip, the throttle opening is greater than the set value on the uphill slope, which reduces the load on the engine and improves drivability. When going downhill, sufficient braking effect can be obtained by consuming the power of the auxiliary equipment due to brake operation, and if an alternator is used as an auxiliary equipment, it is also possible to make up for the lack of charging on the uphill slope on the downhill slope. be.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention, and FIG. 1 is a front view showing an auxiliary drive system of a vehicle to which the method of the present invention is applied;
Figure 1A is a side sectional view showing the entire input shaft of the alternator in Figure 1, Figure 2 is a cutaway vertical side view of the transmission in Figure 1, and Figure 3 is an enlarged view of the main parts of the electromagnetic clutch in Figure 2. Fig. 4 is a block diagram showing the control circuit of the electromagnetic clutch, Fig. 5 is a front view showing the configuration of a detector for obtaining engine rotation pulses, and Fig. 6 detects throttle opening. FIG. 7 is an electric circuit diagram showing the configuration of the photocoupler in FIG. 6, FIG. 8 is a diagram showing all the output characteristics of each comparator in FIG. 4, and FIG. Figure, Figure 10, 1st
1 and 12 are diagrams showing all the levels of signals A to F of the control circuit of FIG. 4 depending on the engine speed. 1... Transmission device, 2... Engine, 3... Alternator as auxiliary machine, 4... Power steering pump as auxiliary machine, 5... Compressor for air conditioner as auxiliary machine, 6... Large diameter pulley as a high speed transmission member, 7... Small diameter pulley as a low speed transmission member, 8... Electromagnetic clutch, 49... Control circuit. Patent applicant Honda Motor Co., Ltd. Figure 1 Figure 11 F Figure 12 Figure 9 Figure 10

Claims (1)

[Claims] An electromagnetic clutch is interposed between an input member for inputting the full driving force of the engine, and a low-speed transmission member and a high-speed transmission member for transmitting the driving force from the input member to auxiliary equipment at low and high speeds. In the speed change control method for controlling the electromagnetic clutch of the auxiliary drive transmission of a vehicle comprising A second set rotation speed that is higher than the first set rotation speed is set in advance, and when the engine rotation speed is less than the idle rotation speed, the electromagnetic clutch is controlled to connect the input member and the low-speed transmission member. The electromagnetic clutch is fully controlled to connect the input member and the low-speed transmission member even when the engine speed is equal to or higher than the first set engine speed or the throttle opening exceeds a preset value, and furthermore, when the engine speed is at idle. A gear shift for driving auxiliary equipment of a vehicle, characterized in that when the brake is activated when the rotational speed is higher than the second set rotational speed, the electromagnetic clutch is fully controlled so that the input member and the high-speed transmission member are fully connected. A method for controlling speed change in a device.