JPS6023639A - Control device of magnetic particle type electromagnetic clutch for vehicle - Google Patents

Abstract

PURPOSE:To improve operating performance and specific fuel consumption of a vehicle by making a corrective means correct the previously obtained relationship used in an exciting current control means in such a manner that an actual meet rotational speed becomes equal to an aimed meet rotational speed. CONSTITUTION:An aimed meet rotational speed decision means decides an aimed rotational speed which corresponds to an actually demanded load of an engine, and a meet rotational speed detective means detects an actual meet rotational speed, and a corrective means corrects a previously obtained relationship used in an exciting current control means in a manner that the actual meet rotational speed becomes equal to the aimed meet rotational speed. In this manner, a meet rotational speed of an electromagnetic clutch can be made equal to an aimed rotational speed, even if the characteristics of an electromagnetic clutch and an engine differ for each vehicle, thus improving the operating performance and specific fuel consumption of a vehicle.

Description

[Detailed description of the invention] - Technical field The present invention relates to a control device for a magnetic particle type electromagnetic clutch for a vehicle.
In particular, the present invention relates to a technology that improves fuel consumption by controlling the engagement characteristics of an electromagnetic clutch at a constant level, regardless of variations in the characteristics of the electromagnetic clutch and engine, such as when the vehicle is started.

- a drive side rotating body operatively connected to the engine of the prior art vehicle;
a driven rotating body operatively connected to the wheels of the vehicle;
A magnetic particle type electromagnetic clutch is equipped with magnetic particles housed in a gap formed between the driving side rotary body and the driven side rotary body, and an excitation coil that couples the magnetic particles in the gap by magnetic force. Are known. The electromagnetic clutch has the characteristic of transmitting the rotational force of the driving side rotary body to the driven side rotary body according to the magnitude of the excitation current supplied to the excitation coil. It is conceivable to smoothly engage the excitation clutch by increasing the excitation current as the engine rotational speed increases by 1 (including the case where the amount is used as a parameter).

According to such an engagement method, the electromagnetic clutch is engaged according to a predetermined relationship in order to obtain favorable drivability and fuel consumption, but this relationship is determined by the characteristics of the electromagnetic clutch and the engine. If the torque transmission characteristics change or the engine characteristics change due to the gap tolerance of the electromagnetic clutch, changes in temperature, changes over time, etc., the engagement of the electromagnetic clutch is determined for each vehicle. Characteristics vary.

For this reason, it is common to set a relationship for engaging the electromagnetic clutch so that at least a certain level of drivability can be obtained even if such variations exist. Therefore, priority was given to drivability, which resulted in the disadvantage that the overall fuel consumption rate during engagement tended to be sacrificed.

・Purpose of the invention The present invention has been made against the background of the above circumstances,
The purpose of this is an electromagnetic clutch.

Magnetic powder for vehicles that enables the engagement characteristics of the electromagnetic clutch to be controlled to be constant regardless of variations in characteristics of the engine, etc., and improves fuel consumption while maintaining vehicle drivability when starting the vehicle. An object of the present invention is to provide a control device for a type electromagnetic clutch.

・Configuration of the invention In order to achieve the above object, the control device of the present invention comprises (11
(2) a required load amount detecting means for detecting an actual required load amount required for the engine; (4) an excitation current control means for increasing the excitation current as the actual rotational speed of the engine increases by 1; (5) target meet rotation speed determining means for determining a target meet rotation speed according to the actual required load amount from a predetermined relationship between the required load amount and the required load amount; meat rotation speed detection means for detecting the actual meat rotation speed, which is the rotation speed of the engine;
) Modifying means for modifying a predetermined relationship in the excitation current control means so that the actual meat rotation speed matches the standard meat rotation speed.

・Effects of the Invention By doing this, as shown in the claim correspondence diagram in FIG. The actual meat rotation speed is detected by the meat rotation speed detection means, and the predetermined relationship used in the excitation current control means is determined by the correction means so that the target meat rotation speed and the actual meat rotation speed match. Fixed. Therefore, even if the characteristics of the electromagnetic clutch and engine vary from vehicle to vehicle, the engagement rotation speed of the electromagnetic clutch can be made to match the target rotation speed, so the engagement characteristics of the electromagnetic launch for each vehicle can be controlled to be approximately constant. Therefore, good drivability and fuel consumption can be obtained.

・Example Hereinafter, the present invention will be explained in detail based on drawings showing an example in which the present invention is applied to a vehicle equipped with a heald type continuously variable transmission.

In FIG. 2, the rotational force of a vehicle engine 10 is expressed by a magnetic powder type electromagnetic clutch 12. The signal is transmitted to drive wheels 18, 20 of the vehicle via a continuously variable transmission 14 and a differential gear 16.

The magnetic particle type electromagnetic clutch 12 includes a yoke 22 as a driving side rotating body connected to the engine LO, a driven side rotating body 26 connected to the input side variable pulley 24 of the Heald type continuously variable transmission 14, and the yoke 22. It is equipped with an excitation coil 28 that couples magnetic particles (not shown) accommodated in a gap formed between the inner circumferential surface and the outer circumferential surface of the rotor 26 in the gap by magnetic force. 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 supplied to the excitation coil 28 shown in FIG.

The belt type continuously variable transmission 14 includes the input side variable pulley 24 connected to the rotor 26 via the input side rotating shaft 30,
The output side variable pulley 34 forms a pair with the input side variable pulley 24 and is connected to the differential gear device 16 via the output side rotating shaft 32; The conduction heald 3 is passed between the two.
6. The input side variable pulley 24 and the output side variable boob IJ 34 are fixed rotating bodies 38 and 40 fixed to the input side rotating shaft 30 and the output side rotating shaft 32, respectively.
A variable groove is formed in the groove facing the fixed rotary bodies 38 and 40, and the input side rotary shaft 30 and the output side rotary shaft 32 are movable in the axial direction. It includes movable rotating bodies 42 and 44 that rotate together with the shaft 30 and the output side rotation shaft 32. The movable rotating bodies 42 and 44 are driven by hydraulic actuators (not shown) to continuously change the effective diameters of the variable pulleys 24 and 34, and are provided in the Heald type continuously variable transmission 14. The hydraulic actuators are operated by a hydraulic control circuit (not shown). The hydraulic control circuit includes a hydraulic pressure generating device that generates a line hydraulic pressure that increases in accordance with the rotational speed of the engine 10 and the opening degree of a throttle valve 46, which will be described later. A necessary and sufficient line oil pressure is generated according to the rotational speed of the engine IO and the opening degree of the throttle valve 46 in order to transmit the rotational force in the range below the allowable transmission force of -4 without slipping.

Ignition system 48 for engine 10. The throttle valve 46 provided in the intake pipe of the engine 10 has an engine
An ignition signal sensor 50 and a throttle position sensor 52 are installed in order to detect the rotational speed of O and the actual required load amount required for the engine 10, and the ignition signal 31 and throttle opening signal S'F are provided. I/F circuit 5
4 and A/I] converter 56.

The ignition signal sensor 1l'50 generates two pulses per revolution when the engine 10 has four cylinders, for example, and is converted into a code signal representing the period te of the ignition signal Sl in the I/F circuit. and supplies it to the I10 boat 58. The throttle opening signal ST is generally a voltage signal, and is supplied to an I10 port 58 where it is converted into a digital value by an A/D converter 56. That is, a signal representing the opening degree of the throttle valve 46 is input.

On the other hand, the belt type continuously variable transmission 14 has an input side variable pulley 2.
A rotation sensor 60 for detecting the rotation speed of 4 is provided. The rotation sensor 60 is mounted on the outer periphery of the fixed rotating body 38.
A rotation signal SR, which is a periodic pulse signal corresponding to the rotation of the input-side variable pulley 24, is supplied to the I/F circuit 54 by detecting the passage of protrusions (teeth) (not shown) protruding from the input side.
The circuit 54 supplies the 110 boat 58 with a code signal corresponding to the period of the rotation signal SR. The rotation signal SR corresponds to the rotation speed of the rotor (driven rotating body) 26 of the magnetic particle type electromagnetic clutch 12.

I10 port 58 is connected to the well-known CPU 62. ROM64. RAM66 is connected. The ROM 64 as a storage means has a program I as shown in the flowcharts of FIGS. 4 and 5, which will be described later.
Durham and the data map shown in FIG. 6 necessary for executing the program are stored in advance, and the CPU
(i2 executes data processing using the temporary storage function of the RAM 66 according to the program stored in the ROM 64, determines the excitation current to be supplied to the magnetic particle electromagnetic clutch 12, and also outputs a control signal SC representing the excitation current. is supplied from the I10 port 58 to the D/8 converter 68. The D/A converter 68 converts the control signal SC into a corresponding voltage signal SV and supplies it to the /I (voltage/current) converter 70.

The V/I converter 70 supplies an exciting current corresponding to the voltage signal j4sv supplied from the D/A converter 68 to the exciting coil 2B. The V/[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 supplied to the positive input terminal of the differential amplifier 74. The negative input terminal of the differential amplifier 74 is supplied with a signal corresponding to the α111 voltage of a low-value resistor 7G for exciting current detection connected in series with the exciting coil 28, in other words, the actual exciting current. The differential amplifier 74 supplies a Hass current to the driver transistor 78 so that the signal difference between the input terminals becomes zero. For driver 1-
The run disk 78 is connected between the positive power supply and the excitation coil 2B, and supplies an excitation current to the excitation coil 28 according to the output signal of the differential amplifier 74. That is, the differential amplifier 74 performs current feed hack control,
Regardless of changes in the winding resistance due to changes in the temperature of the exciting coil 28, an exciting current that accurately corresponds to the voltage signal SV is supplied to the exciting coil 28.

The operation of this embodiment will be explained below according to the flowchart of FIG.

First, the initialization routine of step Sl is executed, and the cycle te of the ignition signal S+ supplied to the I10 port 58, the cycle ti of the rotation signal SR, and the throttle opening signal S'F are not displayed. A voltage signal Vθ corresponding to the voltage signal Vθ is read into the RAM 66. Then, step s2 is executed, and the rotational speed Ne of the engine 1o and the rotational speed Ni of the driven side rotating body 26 of the magnetic particle type electromagnetic clutch 12 are calculated based on the periods te, ti and the voltage Vθ.

The opening degree θ (%) of the throttle valve 4G is calculated according to the following equation (11, (21, f31) stored in advance.

Of course, in step S2, the rotational speed detection means of the engine 1o, the rotational speed detection means of the driven side rotating body 26 of the magnetic particle type electromagnetic clutch 12, and the engine required load detection means for detecting the load required of the engine 1°. It is forming.

N” (r+p+m) = 60sec/2t
e −(1)N j b+p+m ) −G 0sec
/ (t i X r+) −(21θ(%)− ((vθ−v m+n>/
) ``The voltage of r.

Next, step S3 is executed, and based on the rotational speed Ne of the engine 10 and the opening degree θ of the throttle valve 4G that have already been set, the actual rotational torque Te of the engine lo and the magnetic particle type electromagnetic flanch 12 at the initial stage of engagement are determined. The transmission torque Tc is calculated from a data map stored in the ROM 64 in advance.

That is, the ROM 64 stores the transmission torque Tc shown in FIG. 6, the opening degree θ of the throttle valve 46, and the engine 10.
Three curves with different rates of increase located in three-dimensional orthogonal coordinates with the rotational speed Ne as a variable are stored, and the transmission torque Tc is calculated by linear interpolation from data representing the curves.

In addition, the ROM64 contains the throttle opening θ axis.

Experimentally determined θ, Ne, and T in the three-dimensional space of the engine rotation speed Ne axis and the output I/lux Te axis.
A data map (not shown) consisting of a lattice-shaped surface showing the relationship between e and the actual output torque T e is stored.
is calculated.

Next, step S4 is executed, and it is determined whether the content of the flag F is 1 or not, and whether the engagement control of the Zunawa magnetic powder type electromagnetic clutch 12 or the appropriate excitation control after engagement is being executed is 1'. 11 was cut off. If the content of the flag F is 0, the process enters the flow of engagement control in steps S9 and S7, but before that, step S5 is executed, and the control is performed as engagement control, but proper excitation control after engagement is performed. A decision will be made as to whether or not to do so. Zunawaji, whether the absolute value of the difference between the engine rotational speed Ne and the rotational speed Ni of the I-coater 26 of the magnetic particle electromagnetic clutch 12 is smaller than a small value Nα corresponding to a predetermined computer calculation error range. is determined, and if it is small, it is determined that the clutch is engaged, so step S7 for proper excitation control after engagement is executed after step S6 where the flag F is set to 1. When it is determined that the clutch is in the middle of engagement or before engagement, step S8 as an excitation current control means is executed for clutch engagement control in the starting state of the vehicle.

Here, in step S7 for proper excitation control after engagement, the control value ■, in other words, the transmission torque of the value obtained by multiplying the actual engine torque Te by the constant (margin value) k is set. , ■ An excitation current is supplied from the /I converter 70 to the excitation coil 28 . The constant is a value (1
. For this reason, when the engine's output torque exceeds the normal value, such as during sudden braking, the magnetic powder electromagnetic clutch is more effective than the continuously variable speed R14. Since slippage occurs at 12, bell 1
Destructive slippage of the continuously variable transmission 14 is completely eliminated and it is suitably protected.

In step S8 for the engagement control, -ζ control value (control voltage) ■ is calculated by multiplying the transmission torque Tc determined in step S3 by a constant constant ', and the control value ■ The control signal SC is supplied from the I10 boat 58 to the I)/Δ converter 68, and the excitation vI!1 is applied so that the transmission torque of the direct magnetic powder type electromagnetic clutch 12 becomes the transmission torque '1''C determined in step S3. The current is V/l
It is supplied from the converter 70 to the a-magnetic coil 28. In the above constant, '' does not represent the control value V, but is a constant set so that a transmission torque of 1°C can be obtained by outputting the control signal SC. That is, a predetermined relationship (1=f (Ne.

It is determined from θ)).

The above-described cycle of maintenance control is repeatedly executed at high speed, and the rotational speed Ne of the engine 10 or the throttle valve 46 is
The transmission torque Tc at the time of clutch engagement is calculated sequentially according to the opening degree θ of The engagement at 12 is suitably performed depending on the required load state of the engine 10. That is, as shown in FIG. Since C is controlled, the electromagnetic clutch 12 is engaged early when the engine requires a low load, while the electromagnetic clutch 12 is actively slipped when the engine requires a high load, improving the fuel economy of the vehicle. The one-dot chain line in FIG. 8 is the output 1-lux curve for each throttle opening θ of the engine 10, and the output torque i''e of the engine 10 and Transmission torque ゛I''c of electromagnetic clutch 12
At the point where they match, the slippage of the °C electromagnetic clutch 12 is eliminated and the engagement is completed. Therefore, Na in Figure 8
.

For Nb and Nc, the throttle opening θ is 30% and 50%.

This is the meet rotation speed when the rotation speed is 100%, and these meet rotation speeds are predetermined in order to optimally control the engagement of the electromagnetic clutch edge 12.

However, the engagement control of the electromagnetic clutch described above assumes that the characteristics of the electromagnetic clutch 12 (Fig. 3), the output characteristics of the engine 10, etc. are constant, and if there are variations in these characteristics, In order to obtain at least a constant drivability even with the largest variation, the relationship between the excitation current ■ and the engine rotational speed Ne and the throttle opening 0 (1=f (Ne, θ)), in other words, In this case, it is necessary to set the rotational speed relative to the throttle opening θ, and conventionally there has been a problem that a sufficient fuel consumption rate of the vehicle cannot be obtained because drivability is prioritized.

In contrast, in the present embodiment, an engagement control learning routine as a correction means in step S9 is provided in the flowchart of FIG. 4, thereby solving the above-mentioned inconvenience. First, in step sR1 of FIG.
A judgment will be made as to whether the engagement is completed or not. For example, the actual rotational speed Ne of the engine 10 (yoke 22) and the rotor 26
Therefore, whether the speed difference (Ne-Ni) with the actual rotational speed Ni is larger than a predetermined constant value ΔNl or not, 21'
If the speed difference is extremely small and the electromagnetic clutch 12 is directly connected, if the electromagnetic clutch 12 is engaged, the engagement of the electromagnetic clutch is completed. If the speed difference is greater than a predetermined constant value ΔN1, it is determined that the engagement of the electromagnetic clutch 12 has not yet been completed, and the next step SR2 is executed. In step S R2, it is determined whether the electromagnetic clutch 12 is engaged. For example, engine 10
If the absolute value of the deviation between the predetermined rotational speed Ne' 61 seconds before and the actual rotational speed Ne is larger than a predetermined constant value ΔN2, it is determined that the electromagnetic clutch 12 is in an unengaged state. The engagement control learning routine ends, but the IN
If e'-Nel is smaller than ΔN2, electromagnetic clutch 1
It is determined that 2 is being held, and the next step SR3 is executed. Generally, when the throttle valve 46 is operated and the throttle opening θ is increased stepwise as shown in FIG. 9(al), the engine 10 is increased as shown in FIG. The output torque Te of the electromagnetic clutch 12 is increased in a stepwise manner, and the transmission torque Tc of the electromagnetic clutch 12 is accordingly increased.
The rate of increase in the transmitted torque changes in relation to the engine rotational speed Ne of 1° and the throttle opening θ. Then, as shown in FIG. 9 (C1), the rotational speed Ne of the engine 10 increases in a stepwise manner, and the rotational speed Ne of the electromagnetic clutch 12 is maintained near N m (;J, while the yoke of the electromagnetic clutch 2 The rotational speed Ni of the rotor 26 increases linearly, and after the rotational speed Ne of the engine 10 and the rotational speed Ni of the rotor 26 match, the electromagnetic clutch 12 is brought into direct connection, and the rotational speeds of both °C and 1 increase together. .For this reason,
When the electromagnetic clutch 12 is engaged but Fl'lJ is disconnected, the rotational speed Ne of the engine 1 () is the meet rotational speed Nm.
In other words, when the absolute value of the speed difference between the rotational speed Ne and the rotational speed Ne' F seconds before is smaller than a predetermined small value ΔN2, is determined to be engaged.

FIG. 9 (section A in C1 shows the state in which the electromagnetic clutch 12 is engaged. Note that the state in which the electromagnetic clutch 12 is engaged means a half-clutch state before the engagement of the electromagnetic clutch 12 is completed, and the rate of change is extremely high. Defined as a state close to a small constant value (=J
7.

Next, step SR3 as meat rotation speed detection means.
is executed, and the actual meeting rotation speed Nm of the electromagnetic clutch 12 is detected. The actual meeting rotation speed Nm is determined by detecting the rotation speed Ne of the engine 10 when the electromagnetic clutch I2 is in the engaged state. Then, step S R4 for setting the target meat 1 to rotation speed is executed, and the optimum target meat rotation speed N is determined based on the actual shaft opening degree θ based on the relationship shown in FIG. 10 stored in advance.
m.

is determined, and step SR5 is executed to modify the control relational expression so that the actual meat rotation speed Nm determined in step SR3 matches the target meat rotation speed Nmo. As mentioned above, the control relational expression is 1=f (Ne, θ)=K (”rc (
Nc, θ)x k' 1 However, K is a constant.

Therefore, each time the following equation (4) is executed, ′←
k ′ ten k. X (Nm-Nrno)-(41 However, Ko is a constant.

All you have to do is correct k'.

For example, as shown in Figure 11, the throttle opening θ is 30%.
(Actual meat rotation speed Nm is the opening degree θ
is larger than the target rotational speed Nmo when is 30%, the coefficient ' is largely modified according to the above equation (IliIIJ magnetic current I is increased. Therefore, the transmission torque of the electromagnetic clutch 12 is By changing (shifting) as shown by the solid line in the figure, the target meat rotation speed NrnO and the actual meat rotation speed Nm are brought into agreement.

As described above, according to the present embodiment, even if there are variations in the characteristics of the electromagnetic clutch 12 and the engine 10, the target corresponding to the throttle opening θ is achieved by executing the engagement control learning routine in step S9 described above. The control relational expression is modified so that the meat rotation speed N m o is obtained. Therefore, even if the characteristics of the electromagnetic clutch 12 and the engine 10 are different from each other, uniform latch engagement characteristics can be obtained for each vehicle, and favorable drivability and fuel economy can be obtained.

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, in the above embodiment, the belt type continuously variable transmission 1
4, a so-called manual stepped transmission may be used.

In addition, in the above-mentioned embodiment, ' is modified in the coefficient of the control relational expression, but the map value itself shown in FIG. It may be configured such that the added correction value is added or multiplied. In addition, the excitation current I is calculated using the following formula (%) (5) kcl=g (θ) (data map) - (6) However,
Nm is a constant. kcl is map value.

If it is expressed as, kcl-kcl+kX (Nm-Nmo) may be corrected. In addition, the control relational expression (1=f (Ne, θ))
Even if is an arithmetic expression, it is sufficient if it is modified so that Nmo and Nm match.

In the above-described embodiment, the required load of the engine 10 is expressed by the opening degree of the throttle valve 46, but the amount of operation of the accelerator pedal, the negative pressure in the intake pipe of the engine 10, and the W ratio on the rotational speed of the engine 10 are also known. , a value representing the engine required load such as vehicle acceleration detected by an acceleration sensor may be used.

In addition, in the above-mentioned embodiment, the actual meat rotation speed N
m is determined by detecting the rotational speed Ne of the engine 10 while the electromagnetic clutch 12 is engaged (period A). The determination may be made by detecting the engine rotational speed Ne when they match. In such a case, the modified control relational expression will be used from the next control cycle onwards.

The above-mentioned embodiment is merely one embodiment of the present invention, and various modifications may be made to the present invention without departing from the spirit thereof.

[Brief explanation of drawings]

FIG. 1 is a diagram corresponding to claims of the present invention. FIG. 2 is a diagram showing the configuration of a vehicle drive device and circuit to which an embodiment of the present invention is applied. FIG. 3 is a diagram showing general characteristics of the magnetic particle type electromagnetic clutch shown in FIG. 2. 4 and 5 are flowcharts 1 to 1 explaining the operation of the embodiment shown in FIG. FIG. 6 & J is a diagram showing a data map representing control relational expressions stored in advance in the ROM of FIG. 2. Figure 7 is the second
FIG. 2 is a circuit diagram of the V/I converter shown in FIG. FIG. 8 is a diagram showing the basic operating characteristics of the embodiment of FIG. 2. FIG. 9 is a time chart illustrating the general operation of the embodiment shown in FIG. FIG. 106 is a diagram showing data map 7 representing the relationship between the throttle opening degree and the target rotational speed stored in the ROM shown in FIG. FIG. 11 is a diagram illustrating the operation of the embodiment shown in FIG. 10; j carrot 12: electromagnetic clutch 22: yoke (
26: Rotor (driven rotating body) 28: Exciting coil step 82 Two rotation speed detection means and required load amount detection means Step S8: Excitation current control means Step SR3: Meet rotation speed detection means Step SR
4: Target rotational speed detection means Step SR5: Modification means Applicant Toyota Motor Corporation Figure 1 Figure 3 U JiA Electric Nine I Figure 2 62 64 65 7□1, Figure 7 Figure 8 Figure 9

Claims (1)

[Claims] Comprising magnetic particles accommodated in a gap formed between the bodies and a magnetic particle coil that combines the magnetic particles in the gap by magnetic force, the rotational force of the drive-side rotating body is supplied to the excitation coil. A control device for controlling the transmission force of the electromagnetic clutch when the electromagnetic clutch is engaged in a magnetic particle type electromagnetic clutch for a vehicle that transmits the excitation current to the driven rotating body according to the magnitude of the excitation current, the control device comprising: a rotational speed detection means for detecting an actual rotational speed; a required load amount detection means for detecting an actual required load amount required of the engine; excitation current control means for increasing the excitation current accordingly; and a predetermined relationship between a target rotation speed, which is a target value of the engine rotation speed at the time of completion of engagement of the electromagnetic clutch, and the required load amount. a target rotation speed determining means for determining a target rotation speed according to an actual required load; and a rotation speed for determining an actual rotation speed of the engine, which is the rotation speed of the engine when engagement of the electromagnetic clutch is completed. Magnetic powder for a vehicle, comprising: determining means; and correcting means for modifying a predetermined relationship in the excitation current control means so that the actual meat rotation speed matches the target meat rotation speed. (2) The vehicle according to claim 1, wherein the predetermined relationship in the excitation current control means uses a required load amount required of the engine as a parameter. Control device for magnetic particle type electromagnetic clutch.