JPS6011770A - Clutch control method for automatic speed change gear with automatic clutch - Google Patents

Abstract

PURPOSE:To work an engine brake effectively by selecting a set speed corresponding to a running range when an acceleration pedal is released, and comparing a car velocity with the set speed to control the releasing of a clutch. CONSTITUTION:A processor 9a periodically receives a detection signal WP from a car velocity sensor 8b through an input port 9d, and calculates a car velocity V to be stored in RAM9e. The processor receives the amount of stepping AP of an acceleration pedal 11 from a sensor 11a through the input port 9d to be stored in the RAM9e, and finds a speed change step from a shift map corresponding to a car velocity SP and the amount of stepping AP stored as a part of a program of ROM9b. Thus, a speed change gear actuator 5 is driven to put a speed change gear 6 into a designated speed change step and control a clutch 2.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to a clutch control method for controlling the release of a clutch in accordance with the release of an accelerator pedal and the vehicle speed in an automatic transmission equipped with an automatic clutch, and particularly relates to a clutch control method that controls the release of a clutch in accordance with the release of an accelerator pedal and the vehicle speed. This invention relates to a clutch control method for an automatic transmission with an automatic clutch that changes clutch release conditions according to the driving range.

BACKGROUND OF THE INVENTION In recent years, automatic transmissions have been widely used in vehicles. An automatic clutch is combined with the automatic transmission, and the clutch performs automatic sakuramochi along with automatic gear shifting operation. Friction clutches are widely used for latches like this, but when the engine and transmission are directly connected using a friction clutch,
Since the clutch has no slippage, vibrations occur due to lack of torque at low speeds. Because of this, it causes discomfort in the vehicle's feeling, so in conventional control methods, when the vehicle speed decreases to a certain extent (for example, below 20 km), the clutch is released and the engine and transmission are disconnected and driven together.
This prevents vibrations caused by insufficient torque at low engine speeds.

Problems with the Prior Art In this conventional control method, the engine brake does not work at all below the set vehicle speed, so only the (foot) brake is relied upon when going down a steep slope. The automatic transmission has r for automatic shifting as a driving range.
In addition to the DJ range, there is a "1" range that allows you to directly select each gear in order to effectively apply acceleration or engine braking.
2" range and "3" range are provided, but even if this is selected, the condition for releasing the clutch is the aforementioned set vehicle speed, so the engine brake will not work below the set vehicle speed. Therefore, when driving on the steep slope mentioned above, the driver has to keep pressing the brake while driving, which causes the brake to overheat, which is disadvantageous in terms of brake durability, or causes the brake to become ineffective. .

OBJECT OF THE INVENTION The object of the present invention is to provide an automatic clutch capable of controlling the engine brake of an automatic transmission so that it works effectively in the necessary range of engine braking, and maintaining a comfortable driving feeling in other ranges. The purpose of the present invention is to provide a clutch control method for an automatic transmission.

Summary of the Invention In the present invention, different set speeds are provided according to each driving range, and when the accelerator pedal is released, the set speed corresponding to the driving range is selected, and the clutch is released by comparing the vehicle speed and the set speed. I'm trying to control it.

Therefore, in the normal driving range (“D” range), in order to improve the driving feeling, the vehicle speed is relatively high (for example,
20 Km) as the set speed, release the clutch at high vehicle speeds, and conversely drive ranges that require engine braking (rIJ, r2J).

In the "3" range), a relatively low vehicle speed is set, the clutch is connected until the vehicle speed is low, the engine brake is effectively applied, and then the clutch is released.

Embodiment FIG. 1 is a block diagram of an embodiment for realizing the present invention. In the figure, 1 is an engine, which includes a throttle valve for controlling intake gas (air or mixture) M. , and a flywheel 1a. 2 is the clutch body, which is composed of a well-known friction clutch and has a release lever.
2a and 3 are clutch actuators whose piston rods 3a drive the release lever 2a in order to control the amount of engagement of the clutch body 2. 4 is a hydraulic mechanism, and 5 is a displacement machine actuator, which will be described later. Reference numeral 6 denotes a synchronous mesh type transmission, which is driven by a transmission actuator 5 and performs a speed change operation. and a gear position sensor 6C that detects the gear position.

7 is a select lever, operated in reverse by the driver,
NJ range (neutral position), "D" range (automatic shift),
"1" range (1st speed), "2" range (2nd speed), r3"
Range (1st, 2nd, 3rd speed automatic shifting) and IRJ range (reverse) can be selected by the lever position, and a selection signal SP indicating the selected range is output by the select sensor 7a. 8a is a rotation sensor for detecting the rotation speed of the input shaft 6a; 8b is a vehicle speed sensor for detecting the vehicle speed from the rotation speed of the drive shaft 6b; 10 is an engine rotation sensor; This is for detecting the rotation speed of the engine 1 by detecting the rotation speed of the flywheel 1a.

Reference numeral 9 denotes an electronic control unit composed of a microcomputer, which includes a processor 9a that performs arithmetic processing, and a variable speed i&A 6.
, a read-only memory (ROM) 9b storing a control program for controlling the clutch 6, an output port 9C, an input port 9d, and a random access memory (RAM) 9e storing calculation results, etc. It is composed of an address/data bus (BUS) 9f that connects these. The output boat 9C is connected to the clutch actuator 6, the hydraulic mechanism 4, and the transmission actuator 5, and receives a drive signal CDV for driving these.

Outputs PDV and ADV.

On the other hand, the input capo 9d includes various sensors 6c.

7a, 8a, sb, 10 and an accelerator pedal described below,
It is connected to the brake pedal and receives these detection signals. 11 is an accelerator pedal, which has a sensor 11a (volume meter) for detecting the amount of depression of the accelerator pedal 11, and 12 is a brake pedal, which has a sensor 12a that detects the amount of depression of the p1 pump pedal 12. .

Figure 2 shows the aforementioned clutch and transmission actuators 3 and 5.
．． This is a configuration diagram of the hydraulic mechanism 4, and in the figure, T is a tank, P is a hydraulic pump, and ■1 is an on-off valve.
It constitutes Structure 4.

The clutch actuator 3 has a cylinder 33, a piston 31, a piston rod 51a (3a) whose one end is connected to the piston 51 and the other end is connected to the release lever 2a of the clutch 2, and the chamber 35a is an on-off valve 2. It communicates with the pump P (via the on-off valve, 1), and with the tank T via on-off valve V8 and pulse-controlled on-off valve No. 7. Note that the chamber 51b is always piped to communicate with the tank T side. Note that 64 is a position sensor that detects the position of the piston rod 31a and outputs the engagement amount of the clutch 2.

Therefore, when the on-off valve Vz'e is opened by the drive signal CDV1, hydraulic pressure is applied to the chamber 55a, the piston 61 moves to the right, the clutch is turned off, and the drive signal CDV2
．． CDVI on-off valve V3. When V is opened, the oil pressure in the chamber 33a is released, the piston 31 moves to the left, and the clutch 2 is turned on. Open/close valve ■4 is drive signal CDV
5, the clutch 2 is gradually turned on (contacted).

The transmission actuator 5 includes a select actuator 50 and a shift actuator 55.

This select and shift actuator 5° and 5
5 has a configuration that can be stopped at 3 positions,
The stepped cylinders 56 and 58, the first pistons 51 and 56, the cylindrical second pistons 52 and 57 that fit with the first pistons, and the rods 51a and 56a of the first pistons. It is engaged with an internal lever of the speed change Ia6 (not shown). Both actuators 50 and 55 have stepped cylinders 53 and 58.
When hydraulic pressure acts on both chambers 55a, 53b and 58a, 58b, they are in the neutral state shown in the figure, and when hydraulic pressure acts on chambers 53a and 58a, the first pistons 51 and 56 move against the second pistons 52 and 57. Accordingly, the first pistons 51 and 56 move to the right in the figure, and when hydraulic pressure is applied to the chambers 55b and 58b, only the first pistons 51 and 56 move to the left in the figure.

Chambers 55B and 53 of the select actuator 50
b communicates with the pump P (via the on-off valve 1) or the tank T via the flow path switching valve 2 and Vak, respectively. Further, the shift actuator 55 also has chambers 58a and 58.
b communicates with the pump P (via the on-off valve 1) or the tank T via flow path switching valves 7 and V8, respectively.

Therefore, in the state shown in the figure, the transmission 6 is in the neutral state, and the drive signal ADV4 is used to turn the flow path switching valve ■ and pump P.
When the drive signal ADV3 causes the flow path switching valve v8 to communicate with the tank T side, the transmission shifts to 4th speed. When there is a shift signal from the 4th speed state 7/) to the 5th speed, first, the drive signals ADVI and ADV4 are used to communicate the flow path switching valves ■8 and 7 with the pump P side. Return the shift actuator 55 to the neutral state shown. Next, drive signal AD■
1, the flow path switching valve ■6 is set to the pump P side, and the drive signal AD
V2, the flow path switching valve V5 is communicated with the tank T side, and the select actuator 50 is operated to the fifth speed-reverse select position. Next, the drive signal ADV3 connects the flow path switching valve ■ to the pump P side, and the drive signal AI) V4 connects the flow path changeover valve ■7t to the tank T side, and shifts the shift actuator 55 to the 5th speed position. It operates and shifts the transmission to the 5th shift.

In this way, the drive signal ADV1. ADV2 and ADV5
.

ADV4 switches flow path switching valves v, , v, and v, , v
By operating the select actuator 50 and the shift actuator 55 alternately, a shift operation to each gear stage can be performed.

Next, the operation of the configuration shown in FIG. 1 will be explained.

First, the select park is operated by the DJ range, and the
” When the range selection signal SP is input from the input port 9d from the position sensor 7a, the processor 9a reads j9. The signal ADV is stored in the RAM 9e, and the drive signal ADV is output from the output capacitor 9c to the transmission actuator 5 to drive the transmission actuator 5 and shift the transmission to 1st speed. At the same time, the processor 9a sends the clutch drive signal CDV to the clutch actuator 3 via the output capacitor 9c, causing the clutch actuator 6 to gradually move the piston rod 3a to the left, and gradually drive the release lever 28 to the left. do.

As a result, the clutch 2 is rotated as shown in FIG.
The amount of engagement changes, and the clutch 2 changes from a disengaged state to a half-clutch state and then to an engaged state.The vehicle starts moving.From then on, the processor 9a receives the detection signal (detection Pulse) WP'f: Periodically received from the pulse) 9d, the processor 9a calculates the vehicle speed ■, and stores it in the RAM 9e.
In addition, the depression amount AP of the accelerator pedal 11 is received from the sensor 11a via the input capo) 9d, and is stored in the RAM 9e. The shift mag corresponding to the amount AP is used to set the gear. That is, as shown in FIG. 6, the ROM 9b stores shift mags corresponding to the vehicle speed and the amount of depression as a table. In the figure, i, u.

m, y, v are used for each gear, the solid line is when shifting up,
The dotted line is the boundary line of the gear position at the time of downshifting. Then, determine the gear position from the amount of depression and the vehicle speed, and compare it with the currently selected gear position TC8 stored in RAM9e. If they are the same, the drive signal ADV will not be issued, and if they are different, the requested gear position will be applied. The processor 9a outputs the drive signal ADV such that
is sent to the transmission actuator 5 via BUSqf and output capo 9c.

As a result, the p1 transmission actuator 5 is connected to the aforementioned hydraulic mechanism 4, and the built-in select and shift actuators 50, 55 are hydraulically controlled to operate the transmission 6 and synchronously engage the desired gear position. At the same time, during the shift operation, clutch control, which will be described later, is performed, and an automatic shift operation is executed. When this shift is performed, the selected gear is detected by the gear position sensor 6C, the processor 9a is notified via the input capo 9d, and the current gear T is stored in the RAM 9e.
Stored as C8. On the other hand, the clutch is controlled during the above-mentioned shift operation, when starting, and when stopping, and during the above-mentioned shift operation, the processor 9a sends the clutch drive signal CDV to the clutch actuator B via the output boat 9C prior to the shift operation. Okay, clutch actuator 5
By applying hydraulic pressure to the cylinder 530 chamber 33a, the piston rod 5a (31a)'i is returned to the right, the release lever 28 is returned to the right, and the clutch is gradually disengaged as shown in Fig. 4b. shall be. Next, at the end of the gear shifting operation, the processor 9a sends the clutch drive signal CDV to the clutch actuator 6, as at the time of starting described above, to engage the clutch. Further, the processor 9a periodically detects the selection signal SP from the input port 9d and selects the selection signal SP from the input port 9d.
J+ r2J+r3J, rNJ, "When RJ is selected by the select lever 7, the selection signal S L)
) 9d to the processor 9a, and the processor 9a stores this selection signal SP in the RAM 9e, and drives the transmission 6 so that it is controlled to the specified gear in the same manner as the automatic gear shifting operation described above. Output signal ADV)
9c to drive the transmission actuator 5;
The transmission 6 is brought to a designated gear position, and the clutch 2 is controlled as described above.

Now, when the clutch 2 is engaged in this way, the engine 1 and the gear shift ta6 are directly connected, and the accelerator pedal 11 is released while the vehicle is running, the latch disengagement control is performed as follows.

FIG. 5 is a processing flow diagram of an embodiment according to the present invention.

As mentioned above, the processor 9a periodically detects the depression amount AP of the accelerator pedal 11 and the detection signal WP from the vehicle speed sensor 8b via the input capacitor 9d. ! 11, r
When in the DJ range or the "6" range, an automatic shift operation of upshifting or downshifting is performed from the aforementioned shift map based on the amount of depression and the calculated speed V. In this state, the accelerator pedal 11 is released and the amount of depression becomes zero (I
dle), the processor 9a selects the current designated range SP
is read from the RAM 9e to identify the specified range. First, if the designated range SP is the rNJ range, the transmission 6 is in a neutral state and engine power is not being transmitted to the drive wheels 6b, so no operation is necessary. If the specified range is the "1" range, the transmission 6 is in 1st gear (or 2nd gear), so the set speed for clutch disengagement is Vc.
Set ut to the lowest (10Km), and similarly set "2" range, "
3'' range, set V cut to the middle (15 km), and for other rDJ ranges, set V cut to the highest (20 km).

This is the data in ROM9b (10Ktn ~2
0 Km) and is selected according to the specified range identified by the processor 9a. And processor 9a is 几A
The current speed V of the M9e is compared with the Vcut selected according to the range, and when the vehicle speed reaches Vcut (that is, the vehicle speed is lower than the set speed), the processor 9a executes the BU89f.

Drive signal C to disconnect clutch 2 via output capo) 9C
DV is generated and sent to the clutch actuator 3. In response to this, the clutch actuator 6 is driven to disengage the clutch 2 and allow the vehicle to follow along. Conversely, according to the above comparison, V≧
If Vcut (single speed or higher than the set speed), clutch disengagement control is not performed.

This step is repeated periodically, and if the specified range changes during deceleration to the set speed, this is detected and the set speed Vcut is changed, and if the accelerator is depressed midway, the accelerator is disconnected. Stop comparing vehicle speeds.

Ku. In other words, if engine braking is required, set it to "1".

By specifying the r2J and r5j ranges, sufficient engine braking can be obtained, while in the rDJ range, as in the past, vibrations due to insufficient torque can be prevented and a comfortable vehicle feeling can be obtained.

As described in detail, according to the present invention, different set speeds are provided according to each travel range, and when the clutch pedal is released, the set speed corresponding to the travel range is selected, and the selected set speed and Since clutch release control is performed based on comparison with vehicle speed, in the driving range where engine braking is required, the clutch connection is maintained up to relatively low speeds, which has the effect of effectively utilizing engine braking. In the normal driving range, the clutch is released at a relatively high speed, resulting in a comfortable driving feeling.

Although the present invention has been described with reference to one embodiment, various modifications can be made within the scope of the present invention, and these are not excluded from the scope of the present invention.

[Brief explanation of the drawing]

FIG. 1 is a block diagram of an embodiment for realizing the present invention, FIG. 2 is a block diagram of main parts in the configuration shown in FIG. 1, FIG. 5 is an explanatory diagram of a shift map in the configuration shown in FIG. Clutch operation explanatory diagram in the diagram configuration, FIG. 5 is a processing flow diagram of an embodiment according to the present invention. In the figure, 1...engine, 2...clutch, 6...
Clutch actuator, 5... Transmission actuator, 6... Transmission, 7... Select lever (instruction means), 9... Child control device, 11... Accelerator pedal. Applicant: Isunu Jidosha Co., Ltd. Representative: Patent Attorney Minoru Tsuji (1 other person) Figure 2 Figure 3 Figure 4 Lake 14 Figure 5 (

Claims (1)

[Claims] (1) Detecting the vehicle speed signal and the release state of the accelerator pedal, and releasing the clutch connected to the automatic transmission that performs the gear shifting operation corresponding to the driving range specified by the indicating means for indicating a plurality of driving ranges. In a clutch control method for an automatic transmission with an automatic clutch to be controlled, a set speed corresponding to a specified travel range is selected from a plurality of set speeds set according to each travel range, and the selected set speed is 1. A clutch control method for an automatic transmission with an automatic clutch, characterized in that the clutch is controlled to be released by comparing the vehicle speed signal with the vehicle speed signal.