JPS62238127A - Automatic clutch control device for vehicle - Google Patents

Abstract

PURPOSE:To reduce shock due to the connection/disconnection of a compressor by assuming a transient control such that clutch torque is temporarily lowered while being synchronized with the connection/disconnection of the compressor when said compressor is connected/disconnected in a clutch direct connection mode with an accelerator released. CONSTITUTION:Each of sensors 19, 21, 22, 26, and 29 for engine revolving speed, revolving speed of the primary and secondary pulleys of a continuously variable transmission 4, the operating condition of an air conditioner and a choke, and the shift position of a shift lever 25 are provided. And detected signals together with a signal from an accelerator switch 28 are inputted into an electronic control unit 20 so as to be processed in a programmable manner by means of a microcomputer and the like for controlling an electromagnetic clutch 2 and a hydraulic control circuit 17. In this case, when a judgment is made that a mode is of a clutch direct connection where a compressor for the air conditioner is automatically connected/disconnected, clutch torque is temporarily lowered while being synchronized with said connection/disconnection by a transient control. As a result, the change in driving force due to the change in engine output is absorbed for damping sock.

Description

[Detailed description of the invention]

[Industrial Application Fields] Tree'fF, Ill is 1. of an automatic clutch installed in a vehicle drive system to electronically control clutch torque. Regarding the II control device, in detail, it is related to clutch torque υ control at the time of compressor/four-way connection of the air conditioner in the clutch direct connection mode of the accelerator mode. Regarding automatic clutches for vehicles of this type, for example, FF1LA clutches, the applicant has already received numerous proposals. Proposed. Most of them involve operating the accelerator pedal and shift lever during transient situations such as when starting, and during steady state after the clutch is directly connected. In relation to driving conditions, J-engine condition, etc.・Clap 1~
This system performs IQ-appropriate sub-control of the torque, and also performs appropriate control in combination with a mani-coal transmission or a bell/set transmission. Particularly in recent years, not only the engine but also the drive system Clara f-, speed change n, etc. have been increasingly controlled electronically, and there is a tendency for automatic clap to be controlled even more minutely. (Prior art 1) Conventionally, in the above-mentioned automatic clutch for vehicles, torque control in the direct connection mode of clutch engagement has been carried out, for example, in the 60s.
161224 Publication (There is one technology.Here, when the set vehicle speed is reached), the mode is switched to the direct connection mode, a direct connection current flows according to the throttle opening degree of the accelerator depression or release, and the clutch It has been shown to maintain the engaged 1 dog state.

Problem 1 to be Solved by the Invention The above-mentioned prior art is for keeping the clutch engaged during normal driving, and there is no problem in this respect. By the way, when the clutch is directly connected (-), in addition to the engine output changing depending on how much the accelerator is pressed, it may also change due to other factors independent of the driver's intention.
As a 17th example, when using an air conditioner, it is conceivable that the compressor may initially turn off due to the conditions of the cold 7J1 water temperature, refrigerant gas, etc. In particular, when a compressor with a large drive torque comes into contact with the compressor in a situation where the engine output is low, as in the case of the Aku-E building accident, a noticeable change in driving force occurs at the time of contact 11'i. I [With shock. Therefore, in order to prevent clutch slippage, J
, it is desirable to have absorption relaxation. The present invention has been made in view of these points, and provides a control for a vehicle CJ clutch that reduces shock when the compressor clutch engages when the air conditioner is in use or when the switch is turned on. t&II device. [Means for Solving the Problems] In order to achieve the above object, the present invention provides a control system that generates a direct coupling l-lux to the clutch in a direct coupling mode of the clutch at a vehicle speed higher than a set vehicle speed to keep the clutch in an engaged state. When the air conditioner compressor tree comes into contact in the clutch direct connection mode with the accelerator released, the clutch torque is temporarily reduced in synchronization with the contact. .

[Function 1] Based on the above configuration, when the clutch is directly connected when the axle is released, the air switch can be turned off, or when the air conditioner is in use, the air conditioner may suddenly come into contact with the clutch. In this case, the clutch torque temporarily decreases to absorb changes in driving force due to changes in engine output, and is no longer transmitted to the clutch and subsequent parts. In this way, in the present invention, the drive 1J accompanying the compressor disconnection is
By absorbing the change in f/hi by the clutch, it is possible to prevent the shock caused by this. [Example 1] Hereinafter, an example of the present invention will be described based on the drawings. Referring to FIG. 1, the overall configuration of a drive system that combines an electromagnetic clutch with a belt-type continuously variable transmission will be described. The engine 1 has an electromagnetic clutch 2. It is connected to the continuously variable transmission 4 via the forward/reverse switching device 3, and is connected to the continuously variable transmission 4 from the continuously variable transmission 4. Power is transmitted to a drive shaft 9 via an output shaft 6, a differential gear 1, a differential gear 1, and an axle 8. The electromagnetic clutch 2 includes a driven member 2b having a drive member 211 on the engine crankshaft 10 and a clutch coil 2c on the input shaft 11. The clutch current flowing through the clutch f-coil 2C causes both members 2 to
Electromagnetic particles are connected in a chain and piled up in the gap between a and 2b, and the resulting bonding force is used to variably control the clutch contact point and the clutch torque. The forward/reverse switching device 3 is configured in a synchronous meshing manner with a gear 17, a hub, or a sleeve between the input shaft 11 and the transmission main shaft 12, and has at least a forward position where the input shaft 11 is directly connected to the main shaft 12, and an input The rotation of the shaft 11 is reversed and transmitted to the main shaft 12 to separate it from the retreat position. The continuously variable speed n4 has a main @ 12 and a sub @ arranged parallel to it.
13, and a primary pulley 14 with variable pulley spacing, which has a hydraulic sill 14a on the main shaft 12, is connected to the a1 shaft 1.
Similarly, a secondary pulley 15 equipped with a hydraulic cylinder 15a is numbered Q. Matoko, both pulleys 14°1
A drive bell 1-16 is attached to 5, and both cylinders 1
4a, 1. 'la is configured in the hydraulic control circuit 17. Then, a line pressure corresponding to the transmission torque is supplied to both cylinders 14a and 15a to apply a gear pressing force, and the primary pressure causes the pulley 14. of the drive belt 1G to be activated.
It is configured to perform stepless speed change control by changing the ratio of the diameter of the die to the J diameter of the die. Next, the electronic control system of the electromagnetic clutch 2 and the continuously variable transmission R4 will be explained. L engine rotational speed sensor of engine 1, rotational speed pincer of primary pulley and L secondary pulley of continuously variable transmission 4 21.22. What do you do with the senna 23 and 24 that detect the operating status of the air conditioner and choke? Also,
The shift lever 25 of the operation system is mechanically connected to the forward/reverse switching device 3, and is used for reverse (R), drive (D),
The shift position sensor 26 that detects each range of Spordy Drive (Ds) is set to /H.Furthermore, the accelerator switch 28 that detects the accelerator depression state is set to the accelerator pebble 27, and the throttle is opened to the throttle valve side. Hinley has a degree of 29.The above switch and the various signals of the threat are
゛Element 1 - input to the control unit 20 and processed by software using a microcomputer or the like. Then, the electromagnetic clutch control signal output from the electronic control unit 20 is transmitted to the electromagnetic clutch 2 to change the speed i! The lI control signal and the line pressure υ control signal are input to the oil IE iJ control circuit 17 of the continuously variable transmission 4,
Each control operation? It's starting to look like this. In Fig. 2, JE of AII 1all unit 20
The electromagnetic clutch control ill system will be explained below. First, each signal of the primary pulley rotation speed Np, the secondary pulley rotation rllN S a3, and the throttle angle θ of sen (J21.22.29) is transmitted to the speed change control unit 30.
and outputs a control signal according to the shift speed di/dt. In addition, signals of the engine rotational speed Ne of sensors 1 and 19, throttle IfT 1 degree θ, and actual gear ratio 1 (Ns/Np) are input to the line pressure control section 31, which outputs a control signal according to the target line pressure. . And these 1. Control No. 1 is input to the continuously variable transmission 4 to control the line pressure to a constant value and to control the speed change 11i. In the electromagnetic clutch f, the control system, the engine speed N
For example, in the case of Nc\300rr) II, or in the case of Parkin'
/(P), neutral (N> range, it is determined to be the reverse excitation mode, and the output determination unit 33 does not flow a minute current in the opposite direction to the normal one.Then, except for the residual magnetism of the 1if magnetic clutch 2, it is completely activated. In addition, this reverse excitation mode master I
It has an energization mode determination section 34 which receives the determination output signal q of the I-Ube 32, the depression signal of the accelerator switch 28, and the vehicle speed V signal of the Kandari pulley rotation speed sensor 22, and distinguishes the driving state such as starting by 71, and makes this determination. No. 13 is each current setting section 3 for start mode, drag mode, and direct connection U-do.
! i, input to 36.37. The starting mode current setting unit 35 separately sets the starting characteristics in relation to the engine rotation speed Nc, etc. in the JFA case of normal starting or starting using the air conditioner or choke. and throttle distance θ, vehicle speed V, R. D, I) 8 runs of S (by correcting the starting characteristics with lunge,
Set up 8 Kludgese styles. Drag mode current setting section 3
6 sets J to each range of R, D, and Ds, and sets a slight drag current in the case of low vehicle speed and acceleration, generates drag torque in the electromagnetic clutch 2, and eliminates looseness in the belt and drive system. To make the start smooth (1 aHl) In the octopus mode, the D range is set to zero current until just before the vehicle stops, ensuring coasting performance. [)I of vehicle speed V and throttle opening θ in each range of s! A direct coupling current is determined for the clutch 1, the electromagnetic clutch 2 is fully engaged, and power is saved in the engaged state. These output signals from the stage setting sections 35, 36, and 37 are input to the output determining section 33, and the clutch current is determined according to the instructions.The map for each mode is as shown in Figure 3. . 4, an example of how to prevent overloading caused by the use of an air conditioner with direct connection in the magnetic latch i, + control system will be described with reference to FIG. First, the direct connection mode current setting unit 37 determines whether the current is energized or not.
The signals for shift positions R, D, DS, medium IV, and switch positions are input to determine the direct connection mode.
A steady current setting section 41 determines the high direct current ILI-1 when the accelerator is depressed based on this determination result. A steady current setting section 42 determines the low direct current ILL when the accelerator is depressed. These steady state direct connection currents 11-++ and (ILL) are output through the output section 4:3 at the direct connection I speed V in FIG. 3, or in the vehicle speed range of V4 or higher. Furthermore, regarding the release of the accelerator, there are two types of transient current setting sections 44.45, and these setting sections 44.4
5 is a current characteristic such that the instantaneous clutch torque is lowered and the torque increases as the instantaneous clutch torque increases, as shown in FIG. 5(2), υ). And the torque reduction amount Δ1゛3ΔT” for both stones is Δ
Due to the relationship between T and ΔT', the torque increase rate at, c=t is c
There is a relationship of t2・C-[, and the I-lux absorption effect in Figure 5) is stronger. On the other hand, the signal from the air conditioner +J19 passes through the two combustor contact parts 46 and 47, one of which judges whether the compressor is on or off. 44 transient current IR
Output. The other combination compressor Ube cut setting section 47 determines whether the compressor is turned off or turned on, and thereby the setting section 4
It is designed to output a transient current IR- of 5. Then, tiq *a =a W configured in this way
The effect will be explained with reference to the current characteristic diagram shown in FIG. First, by depressing the accelerator pedal, the start mode current setting section 3
! ) is selected to start the vehicle and shift to 1st gear, thereby causing the set clutch current 1c to flow and the clutch torque to increase at a rate of 1 in proportion to the engine speed. When the direct coupling vehicle speed reaches V or V4 shown in FIG. 3 at time t1, the direct coupling mode determination unit 40 determines that the mode is switched to the direct coupling mode, and if the accelerator is depressed, the steady current setting unit 41 sets a high direct coupling current ILI-1. Flows to fully engage and hold Clara γ2. After that, when the accelerator is released at time (,), the steady-state voltage t
A low direct-coupling type WlILL flows in the l& setting section 42, and the clutch torque becomes a low level, thereby saving power consumption. Now, in the above-mentioned direct connection mode with the accelerator released, when the air conditioner switch is turned off at time t3 or the compressor is automatically switched from on to off, the engine output changes in the direction of increasing as the compressor load disappears. Then, this is detected by the compressor connection/disconnection determination section 4G, and the excessive igF current setting section 4+1 controls with a sawtooth-shaped transient current IR. l! 11, when the compressor is disconnected, the clutch torque decreases instantaneously,
The change in driving force caused by the step-like increase in the engine output is absorbed, and then the clutch torque is gradually increased and the clutch engagement is smoothly returned to the original current ILL. On the other hand, if the compressor is connected at this time, the engine output changes in the direction of decreasing due to the load, resulting in a state where a larger shock than that described above is generated. Then,
Transient current setting unit 45 by compressor disconnection determination unit 47
As shown by the broken line in Fig. 6, the transient current I with a large torque change
This characteristic causes the clutch torque to decrease as the engine output decreases, and the change in driving force is similarly absorbed. <r a3, j5 is in the middle of the above transient current flill I'll, and when you step on the accelerator, is it steady? ¥! Although a high direct current 1LI flows into the current setting section 41 and the transient current control is canceled by 5 degrees or more, in one embodiment of the present invention, this is not limited to this. That is, it can be applied when there is only one type of direct current. Moreover, it is also applicable to automatic clutches other than electromagnetic clutches. [Effects of the Invention 1] As mentioned above, according to the present invention, when the air conditioner switch is turned on/off or when the air conditioner is used, when the compressor valve automatically engages, the clutch torque is temporarily reduced. In this case, the shock associated with the change in the drive horn is reduced, and the discomfort is reduced. Since the reduced clutch torque increases smoothly, no clutch engagement shock occurs. The transient characteristics differ depending on the compressor connection point.
Since the torque is controlled according to the size of the shock, clutch slippage is minimized and the shift is precisely reduced.

[Brief explanation of drawings]

Fig. 1 is an overall configuration diagram showing an embodiment of the control 6B device of the present invention, Fig. 2 is an overall block diagram of the electronic control system, Fig. 3 is a map diagram of each mode, and Fig. 4 is a main part diagram. Block diagram, 5th
Figures (c) and (b) are characteristic diagrams of the excess 'IU'Fi current, and Fig. 6 is a characteristic diagram of the crudge current. 2... Electromagnetic clutch, 20... Electronic 1, 11 Il
l unit, 37... Direct connection mode current setting section, 42.
...Accelerator release steady current setting section, 44.45...Transient current setting section, 4G, 47...] Brake 1J contact section setting section

Claims (3)

[Claims] (1) In the clutch direct connection mode when the vehicle speed is higher than the set vehicle speed, the control system generates direct connection torque to the clutch to maintain the clutch engaged state, but if the air conditioner compressor is disconnected in the clutch direct connection mode when the accelerator is released, the clutch torque is A control device for a vehicle automatic clutch that performs transient control to temporarily lower the clutch in synchronization with its engagement and disengagement. (2) The control device for an automatic clutch for a vehicle according to claim 1, wherein the transient control is performed by momentarily lowering the clutch torque to a predetermined value, and then gradually increasing the torque to return it to the original value. (3) The control device for an automatic clutch for a vehicle according to claim 1, wherein the transient control determines the switching state of the compressor from on to off and from off to on, and has different characteristics for each switching state.