JPS6357339A - Clutch torque control device for electromagnetic clutch - Google Patents

Abstract

PURPOSE:To remove the dispersion of clutch torque in an early stage by adjustingly correcting a clutch current with a correcting current obtained from the dispersion of clutch torque at the time of controlling an electromagnetic clutch for giving a drag torque in a low speed area. CONSTITUTION:An electromagnetic powder type clutch 1 which is combined with the crankshaft 4 of an engine 2 carries out the connection/disconnection between a drive member 7 and a driven member 9 by controlling the electrification of a coil 6 by means of a control unit 21. In this case, an idling engine speed Nn is obtained by the control unit 21 at the time of operating an engine while a vehicle is stopped. Then, it is judged whether a drag current is applied to the clutch 1 when a gear change stage is operated to a driving position, and, when judged yes, the dispersion of clutch torque is obtained by operating, Nn-Nd where, Nd is an engine speed at that time. And, control is made so as to adjustingly correct the clutch current with a correcting current obtained from this dispersion.

Description

[Detailed description of the invention]

[Industrial Application Field 1] The present invention relates to a clutch torque control device for a vehicle electromagnetic clutch that is installed in a transmission system from an engine. This invention relates to latch engagement control and smooth vehicle start. [Prior Art] Regarding clutch torque control of this type of electromagnetic clutch, for example, as shown in Japanese Patent Application Laid-Open No. 131430/1983, clutch current and clutch torque are controlled exponentially with respect to engine speed. It is known to do. In this case, the stall point P is determined at a position lower than the maximum torque of the curve T of the full throttle characteristic of the engine shown in FIG. 2(b), and the clutch torque characteristic curve TC passes through this stall point P. The latch current characteristics are set as shown in FIG.

[Problems to be solved by the invention]

However, in the actual i-clutch, the relationship between clutch current and torque varies between individual objects, as shown in Figure 2 (C), so when trying to control clutch engagement by taking all of this into account, , we had no choice but to acknowledge the wide variation in characteristics. As a result, a smooth start could not be obtained, and the clutch engagement control felt strange. The present invention has been made based on the above circumstances, and detects a decrease in engine speed caused by a drag current applied to the clutch when the vehicle is stopped, learns the corresponding clutch torque, and uses this learned value. It is an object of the present invention to provide a clutch torque control device for an electromagnetic clutch that can correct the clutch current in the next operating state and eliminate variations in clutch torque.

[Means to solve the problem]

In order to achieve the above object, the present invention provides a control system for an electromagnetic clutch that applies drag torque in a low speed range including when the vehicle is stopped. The variation in the clutch torque is eliminated, and the variation in the torque of the electromagnetic clutch is reduced by adjusting the engine speed when the transmission is in the neutral position and a predetermined drag f when the transmission is not in the neutral or parking position.
It is configured to calculate from the difference between the engine power when the li flow is flowing.

[For production]

Based on the above configuration, the present invention corrects the u current for the engine rotational speed with a correction current obtained from the difference between the engine rotational speed and the engine rotational speed when the drag current is passed, so that a minute current called the drag current When the backlash and backlash in the rotating parts are reduced by forcibly flowing the current, the variation in clutch torque due to the variation in the characteristics of each individual body can be eliminated by the correction current. Therefore, smooth latch engagement control and smooth Te progression can be obtained.

【Example】

Embodiments of the present invention will be specifically described below with reference to the drawings. First, in Fig. 1, the transmission system including the ffi magnetic clutch to which the present invention is applied will be explained. Reference numeral 1 is an electromagnetic powder clutch, 2 is an engine, and 3 is a manual transmission or a belt type continuously variable transmission. It is a machine. ffi! ! In the powder type clutch, a drive member 7 containing a built-in coil 6 is integrally connected to a crankshaft 4 from the engine 2 via a drive plate 5, and an input shaft 8 to the transmission FM 3 is connected to the drive member 7. The members 9 are integrally splined in the direction of rotation, and these drives L1
5 and the driven member 1.9 are closely fitted through a gap 10, in which electromagnetic powder is collected from a powder chamber 11. Further, a slip ring 13 is installed coaxially with the input shaft 8 on the drive member 7 via a holder 12, and a brush 14 for power supply is in sliding contact with the slip ring 13. In this way, when the engine is running, the drive plate 5 and drive member 7 rotate together with the crankshaft 4.
A brush 14 and a slip ring 1 are removed from the plate system to be described later.
3 is applied to the coil 6, the lines of magnetic force generated in the drive and driven member 7.9 at this time cause the electromagnetic particles connected in a chain form to accumulate in the gap 1o between the two, generating a bonding force. Due to this coupling force, the driven member 9 integrally engages the drive member 7 and transmits the engine power of the crankshaft 4 to the input shaft 8. Therefore, as a control system for the electromagnetic powder clutch 1, the ignition pulse 15. Accelerator switch 16, vehicle speed switch 17. Drive/reverse (D/R) switch 1
8. Parking/neutral (P/N) switch 19
．． Signals from the water temperature sensor 20 and the like are input to the clutch current υ control section 22 of the control unit 21 . The current controlled here is then supplied to the clutch coil 6 to control the torque. The control unit 21 also includes a ramp-current correction search unit 23 that detects a decrease in engine speed caused by a drag current with respect to the clutch when the vehicle is stopped, and learns and stores the clutch torque at this time; A clutch current correction unit 24 is provided which corrects the clutch torque from the f-current correction search unit 23 for variations in clutch torque during operation, and the clutch current correction unit 23 and the clutch current are adjusted by the operation of the initial setting switch 25. The correction unit 24 is brought into operation, and at this time the signal of the ignition pulse 15 is transmitted to the waveform shaping circuit 2G and the F-V conversion circuit 27.A-D.
It is processed by a conversion circuit 28 and inputted. Next, the stall point adjustment operation of the apparatus having the above configuration will be explained. As mentioned above, the torque that the clutch can transmit with respect to the clutch current is shown in Figure 2 (b).
In contrast to the regular one shown by the solid line Tc, there are variations depending on the clutch as shown by the broken lines A and B, and it is necessary to change the clutch current ■c to achieve the same torque as the solid line TC. In other words, if the output torque of the engine is small relative to the clutch current, the stall rotational speed at the stall point P will decrease. Therefore, for the vehicle in question, please set the initial setting switch 2 in advance.
5 to turn on the clutch current correction search section 23.5 of the control unit 21. The clutch current correction unit 24 is put into operation, and when the vehicle is stopped, the engine rotation speed at idling (phytolink rotation speed>Nn) is detected in advance, and then the engine rotation speed is reduced due to the drag current applied to the electromagnetic powder clutch 1. The clutch torque TO at this time is learned and stored as a map in the clutch current correction search section 23.However, when the engine actually enters the operating state, the engine 2 is warmed up by the water temperature sensor 20. At the same time, the clutch calculates the amount of decrease in rotation speed based on the difference between the idling rotation speed Nn when the transmission is in neutral and the engine rotation speed Nd when a specified drag current is applied at a time other than neutral or parking. The current correction unit 24 calculates the clutch torque variation and converts it into a clutch current. That is, the correction current Δ■ is calculated as ΔI −K ((Nc −(
Nn - Nd )) (K is an engagement control constant). Then, the clutch torque TO learned and stored in advance by the clutch current correction search section 23 is extracted and given to the clutch current correction section 24, and a predetermined engine speed Na is set to the clutch current 1c corresponding to the clutch torque Tc.
Clutch electric current t'll I t -' which adjusts the correction current ΔI by comparing the rotation speed decrease ffi (Nn-Nd >)
Apply I C±ΔI to the electromagnetic powder clutch 1. Then, variations in torque with respect to engine speed Ne are corrected. Note that the obtained clutch current 11 is stored as a basic current in the clutch current correction search unit 23 and learned. FIG. 3 shows the flow of such control in the microcomputer. Here, in step S1, the water temperature sensor 2
0 to confirm the warm-up state, and in step S2 it is confirmed whether the gear position of the transmission is in the neutral state. When the process moves to step S3, it is confirmed with the accelerator switch 16 that the accelerator is depressed, and the idle rotation speed Nn at that time is determined in step S4. When the gear position of the transmission is set to a position other than neural or parking in step S5, it is determined in step S6 whether or not the drag current Id is flowing through the electromagnetic powder clutch 1, and if it is flowing, then at this time The engine rotation speed Nd is determined in step S7, and in the next step S8, the variation in clutch torque is determined by calculating (Nn - Nd >).Then, in the next step $9, a correction is made to correct the variation in clutch torque. The current Δ■1 is Δ11=K ((NO−(Nn
-Nd)), and in step S10, the current 11 is determined by adding or subtracting the correction current Δ11 to the learned previous sewing current IO. And this time clutch current 11
The value of =IO+Δ11 is set as the basic current for the next operation. In other words, after warming up and detecting the idle link state, the engine speed decreases a (Nn - Nd) from the idle link speed Nn in neutral and the engine speed Nd when a known drag current is applied. is calculated, and when this is larger than a predetermined rotational speed Nc, the correction current Δ11 for the clutch current ①0 is corrected downward (-Δ11), and when it is small, it is corrected upward (+ΔIt). Clutch current 1z=Io±Δ11 obtained in this way
is learned as >1 current for engine speed Ne. Alternatively, the latch current can be adjusted by changing the control constant K when the clutch is engaged. [Effects of the Invention] As described in detail above, the present invention corrects the clutch current using the current correction section obtained from the difference in engine speed when a known drag current is applied in a state other than neutral, neutral, or parking. Therefore, it is possible to perform engagement control of the same quality regardless of variations in clutch torque. Therefore, by correcting the variation in clutch torque, smooth vehicle start can be obtained.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing one embodiment of the present invention, and FIG. 2 (
), ■〉 is a diagram showing the relationship between engine speed, clutch current, and torque, Figure 2 @) is a diagram showing the relationship between clutch torque and clutch current, and Figure 3 is a flowchart diagram showing an example of the present invention. It is. DESCRIPTION OF SYMBOLS 1... Electromagnetic powder type clutch, 23... Clutch current correction search section, 24... Club/current correction section, 25...
・Initial setting switch. Patent Applicant Fuji Heavy Industries Co., Ltd. Agent Patent Attorney Jundo Nobu Kobashi Patent Attorney Susumu Murai

Claims (2)

[Claims] (1) In the control system of the electromagnetic clutch that applies drag torque in the low speed range, including when the vehicle is stopped, variations in clutch torque can be corrected by adjusting the clutch current with a correction current determined from variations in clutch torque. A clutch torque control device for an electromagnetic clutch, characterized in that the clutch torque is released. (2) Variations in the torque of the electromagnetic clutch can be calculated by comparing the engine speed when the transmission is in the neutral position and the engine speed when a predetermined drag current is applied when the transmission is not in the neutral or parking position. A clutch torque control device for an electromagnetic clutch according to claim 1, which is determined from the difference between the following.