JPS6349091B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a clutch engagement control method during gear shifting.

When changing gears, from 1st gear to 2nd gear, from 2nd gear to 3rd gear
When changing gears to higher speeds, the clutch must be released accordingly. In automobiles equipped with automatic clutches, such operations are performed smoothly, and the present invention provides a novel clutch engagement control method that is smoother, puts less strain on the engine, and provides a more comfortable ride.

As shown in Fig. 1, when the clutch coupling control starts from time 0 and ends at time _t1 , that is, during the clutch stroke from _X0 to _X1 , the normal clutch coupling control starts. The fully connected state of the clutch is reached through the path shown by the dotted line in FIG. 1, but in the present invention, as shown by the solid line, during the clutch stroke _{X 0} →
The feature is that a half-clutch range X ₂ →X ₃ is provided, and the change in clutch stroke during that period is made small.

That is, clutch stroke X ₀ →X ₂ and X ₃ →X ₁
In the range up to, the speed of change in the clutch stroke is increased, and only in the range from X ₂ to X ₃ , the speed of change in the clutch stroke is decreased. By adopting such a clutch engagement control method, when the clutch engagement starts from the clutch disengaged state, in the range of X ₀ → X ₂ shown in Figure 1, the transmitted torque is zero or small, so the load on the engine is reduced or,
There is little impact and the clutch stroke can be changed at high speed. Then, between X ₂ and X ₃ , where the clutch engagement state gradually increases, the rate of change in clutch stroke is reduced, making full use of the advantage of a half-clutch, reducing the load on the engine while increasing torque transmission. Proceed with the clutch joint while relaxing the impact. Furthermore, when the state becomes X ₃ →X ₁ ,
Clutch engagement has progressed considerably, and at this stage, even if the speed of change in the clutch stroke is increased, there is no longer any strain on the engine or shock associated with clutch engagement, and it is now possible to proceed smoothly to complete clutch engagement. . As is clear from a comparison with the normal clutch connection shown by the dotted line in FIG. can be obtained.

Next, FIG. 2 shows an outline of a clutch actuator that enables such clutch engagement control.

In FIG. 2, 1 is a flywheel of the engine, 2 is a clutch, and 3 is an actuator for actuating the clutch, whose piston rod 31a is engaged with the clutch release lever 21 of the clutch 2. A hydraulic chamber 32 of the actuator 3 is connected to a hydraulic pump 5 via a pipe 4.

Reference numeral 6 denotes an accumulator disposed in the piping 4, and numeral 7 denotes an electromagnetic supply valve disposed in the piping 4, which is normally closed and opens when energized when the clutch is disengaged.

Reference numeral 8a denotes a first electromagnetic discharge valve disposed in the piping 10a that communicates the hydraulic chamber 32 of the piping 4 or the actuator 3 with the oil tank 9, and is normally open and closes when energized. . 8b is the hydraulic chamber 32 of the actuator 3 or the pipe 4 and the pipe 1
0a or the second electromagnetic discharge valve disposed in the pipe 10b communicating with the oil tank 9, the valve opening area is larger than that of the first electromagnetic discharge valve 8a, and it is normally closed and energized. It's starting to open. When the second electromagnetic discharge valve 8b is opened, the amount of pressure oil discharged from the hydraulic chamber 32 of the actuator 3 per unit time is larger than when the first electromagnetic discharge valve 8a is opened. Therefore, the speed at which the piston 31 of the actuator 3 moves to the right, that is, the clutch 2
connection speed increases. In this manner, the clutch engagement speed can be adjusted by selectively operating either the first or second electromagnetic discharge valves 8a and 8b.

In the automatic clutch control mechanism with such a configuration, the clutch stroke shown in Fig. 1 changes from X ₀ →X ₂ and
During the period from X ₃ to X ₁ , the second electromagnetic discharge valve 8b is controlled to move the piston 31 to increase the moving speed of the piston 31 as shown by the solid line, and the clutch stroke is increased.
During the period from X ₂ to X ₃ , the first electromagnetic discharge valve 8a is controlled to slow down the moving speed of the piston. Regarding the clutch connection speed between clutch strokes _X2 and _X3 , the opening and closing of the second electromagnetic exhaust valve 8a is controlled as follows depending on the driving condition of the automobile. That is, the opening/closing control of the first electromagnetic exhaust valve 8a is performed by keeping the valve opening time _t2 constant during which the exhaust valve 8a is opened, as shown in FIG.
The moving speed of the piston 31 can be adjusted by electronically controlling the valve closing time t ₁ during which the valve is closed.
This is because the flow rate of oil at the second electromagnetic discharge valve 8a can be controlled by the value of the ratio t ₂ /t ₁ of the valve opening time t ₂ to the valve closing time t ₁ .
And the valve closing time t ₁ of the first electromagnetic discharge valve 8a
is determined by the amount of accelerator pedal depression with the gear position as a parameter. This situation is shown in FIG. It is shown that the smaller the amount of depression of the accelerator pedal is, the longer the time t ₁ for closing the exhaust valve is, and the lower the gear position is, the longer the time t ₁ is.

The above operation can be easily configured by those skilled in the art by using an electronic device such as a microcomputer and various signal processing techniques that have been proposed in the past.

As described above, according to the automatic clutch control method of the present invention, the operating speed of the clutch stroke before and after half-clutching is set to be smaller than the operating speed during the half-clutching period, and the latter operating speed is adjusted based on the gear position as a parameter of the accelerator pedal. Since the automatic clutch is controlled by a timer determined by the amount of depression, the automatic clutch can smoothly control the gear change without putting an excessive burden on the engine.
In addition, force is transmitted with less impact, and shift control with good riding comfort can be achieved.

[Brief explanation of drawings]

Fig. 1 is an explanatory diagram of the clutch stroke operation of the present invention, Fig. 2 is a schematic diagram of a device to which the automatic clutch control method of the present invention is applied, Fig. 3 is a diagram of the control principle of the clutch stroke, and Fig. 4 is a hydraulic valve. This is a chart for setting the closing time. 1...Engine flywheel, 2...Clutch,
3...clutch actuator, 7...electromagnetic supply valve,
8a...first electromagnetic discharge valve, 8b...second electromagnetic discharge valve.

Claims (1)

[Claims] 1. In an automatic clutch control method in which the clutch actuator is electronically controlled to control clutch engagement, the operating speed of the clutch stroke before and after half-clutching is set to be smaller than the operating speed during the half-clutching period, and the latter operation is A method for controlling an automatic clutch, characterized in that the speed is controlled by a time element determined by the amount of depression of an accelerator pedal with the gear position as a parameter.