KR100467381B1 - Clutch control system for an automatic - Google Patents

Abstract

A clutch control device for an automatic transmission is realized in which there is no difference in creep force due to secular variation or disturbance and good creep filling is obtained.

And a control means for switching the shift state of the synchronous engagement transmission in accordance with the detection signals of the engine rotation sensor brake switch, range switch, accelerator position sensor and vehicle speed sensor, the control means having a shift position in the travel range, and a brake switch and When there is no detection by the accelerator position, the clutch is transmitted when the value of the clutch transmission torque when the actual vehicle speed by the vehicle speed sensor reaches the target speed by creep driving the vehicle is reached. Correct the relationship between the clutch transmission torque and clutch excitation current so as to be the torque value.

Description

CLUTCH CONTROL SYSTEM FOR AN AUTOMATIC}

The present invention relates to a clutch control device of an automatic transmission, in particular, to a technique for absorbing secular variation or disturbance of the clutch transmission torque and improving driving peeling.

As a conventional clutch control method for a vehicle engine, there is one which is referred to, for example, in Japanese Patent Laid-Open No. 6-206481.

The apparatus of the said publication adopts the method of controlling a wet end plate clutch by hydraulic pressure, and is equipped with a hydraulic sensor, and the clutch control hydraulic pressure is closed-loop-controlled by the input of this pressure sensor at the time of oscillation.

The target clutch pressure at the start of the start is corrected from the difference between the engine torque predicted from the oil pressure sensor input value at the start and the engine torque calculated from the engine torque map.

Since the clutch control device of the conventional automatic transmission corrects only the target clutch pressure at the time of starting as described above, for example, the clutch pressure at the time of creep running is not corrected.

For this reason, when the creep force is too weak or strong due to secular variation or disturbance, there is a problem in that good traveling peeling is not obtained.

The present invention has been made to solve the above problems, and an object of the present invention is to realize a clutch control device of an automatic transmission in which there is no difference in creep force due to secular variation or disturbance and good creep filling is obtained.

The clutch control apparatus of the automatic transmission according to the present invention uses the clutch transmission torque calculated according to the deviation signal obtained by the closed loop control according to the deviation between the target vehicle speed and the actual vehicle speed according to the relationship between the clutch transmission torque and the clutch excitation current. The engine rotation sensor detecting the engine rotation speed with a clutch control device of an automatic transmission that creep-drives the vehicle by converting the clutch excitation current into the electromagnetic powder clutch, and a brake switch detecting the state of stepping on the brake pedal, Speed switch that detects the output rotation speed of the synchronous engagement transmission, the laser switch detecting the shift position of any of the driving range, the neutral range, and the reverse range, the accelerator position sensor detecting the amount of pedal pedal depression as the accelerator opening degree, Sensor, the engine rotation sensor, the brake And a control means for switching the shift state of the synchronous engagement transmission according to the detection signals of the accelerator position sensor and the vehicle speed sensor, wherein the control means has the shift position in the travel range and the brake. When there is no detection by the switch and the accelerator position, the clutch transmission torque value when the vehicle speed is creep driven and the vehicle speed sensor reaches the target speed by the vehicle speed sensor has reached the target speed when the previous creep travel has reached the target speed. The relationship characteristic between the clutch transmission torque and the clutch excitation current is corrected to be the value of the clutch transmission torque at the time.

1 is a configuration diagram of Embodiment 1 of the present invention;

Fig. 2 is a relation characteristic diagram of clutch exciting current and clutch transmission torque in Embodiment 1 of the present invention;

3 is a timing chart of Embodiment 1 of the present invention;

<Description of reference numerals for main parts of the drawings>

1: engine, 2: electronic powder clutch,

3: stepped gearbox (synchronous interlock transmission), 4: control unit (control means),

8: output rotation speed sensor (vehicle speed sensor), 13: accelerator position sensor,

14: shift lever (range switch), 15: engine rotation sensor,

17: brake switch.

Embodiment 1.

EMBODIMENT OF THE INVENTION Hereinafter, Embodiment 1 of this invention is described in detail, referring drawings.

1 is a block diagram schematically showing a first embodiment of the present invention.

In Fig. 1, the crankshaft 21 of the engine 1 is a synchronous meshing stepped transmission 3 constituting a synchronous meshing automatic transmission via an electronic powder clutch 2 (hereinafter referred to simply as "stage transmission 3"). Is connected.

The control unit 4 includes a microcomputer having various arithmetic functions and controls the engine 1, the electronic powder clutch 2 and the stepped transmission 3 according to various sensor information indicating an operating state of the engine 1. do.

The shift select actuator 5 drives the stepped transmission 3 under the control of the control unit 4.

The shift select position sensor 6 detects the actual shift select positions VY and VX of the stepped transmission 3 and inputs them to the control unit 4.

A four speed gear 23 functioning as a primary gear is directly connected to the input shaft 22 of the stepped transmission 3.

At the rear end of the fourth speed gear 23, the third speed gear 24, the second speed gear 25, the first speed gear 26, the fifth speed gear 27, and the retraction gear 28 are sequentially arranged.

Three sleeve gears 29 are arranged between the gears 23 to 28. Each sleeve gear 29 is directly connected to the output shaft 30 of the stepped transmission 3 and is movable in the axial direction.

Moreover, each gear 23-28 comprises the gear and the set connected directly to the counter shaft 31 provided in the output shaft 30, and are always meshed with the gear on the counter shaft 31. As shown in FIG.

By the above configuration, the output shaft 30 is directly connected to the input shaft 22 by being directly connected to any of the gears 23 to 28 through the sleeve gear 29.

In this case, the stepped transmission 3 is a five-speed gear transmission of a counter shaft type, and has a gear ratio of five sets of forward gear sets, one set of retract gear sets, and three sleeve gears for switching gear engagement states.

The four-speed gear 23 on the input shaft 22 is provided with an input rotation speed sensor 7 for detecting the input rotation speed Ni of the stepped transmission 3.

The output shaft 30 is provided with an output rotation speed sensor 8 for detecting the output rotation speed of the stepped transmission 3 as the vehicle speed Vr.

The intake pipe 9 of the engine 1 is provided with a throttle valve 10 driven by the throttle actuator 11. Throttle position sensor 12 is the opening degree of the throttle valve 10 ( ).

The accelerator position sensor 13 receives a signal proportional to the amount of stepping on an accelerator pedal (not shown) by the driver. ) Into the control unit 4.

The control unit 4 processes the output signal of the accelerator position sensor 13 to produce an accelerator opening ( Target slot opening degree according to ) And control the throttle opening degree θ by feedback (F / B), θ = θ The throttle valve 10 is driven through the slot actuator 11 to be.

The shift lever 14 inputs the shift position (for example, parking range P, reverse range R, neutral range N, and travel range D) operated by the driver to the control unit 4.

The engine rotation speed sensor 15 detects the rotation speed Ne of the engine 1 and inputs it to the control unit 4.

The retraction gear switch 16 is provided in the retraction gear 28 in the stepped transmission 3, and the retraction gear operation state is detected.

The brake switch 17 inputs a signal to the control unit 4 indicative of the brake operation state when the driver is stepping on a brake pedal (not shown).

The control unit 4 performs shift determination in accordance with various sensor signals, and simultaneously controls the shift select actuator 5 in accordance with the shift determination. ) And the gear stage is set at the shift stage obtained from the shaft pattern (shift diagram) by the vehicle speed Vr, and the multiple gear stages of the stepped transmission 3 are automatically switched.

Next, the basic operation by Embodiment 1 of this invention shown in FIG. 1 is demonstrated. The electromagnetic clutch 2 is driven by a clutch exciting current proportional to the clutch transmission torque under the control of the control unit 4 and is transferred from the crankshaft 21 of the engine 1 to the input shaft 22 of the stepped transmission 3. Control power transmission (or shut down).

The input rotation in the stepped transmission 3 is transmitted to the counter shaft 31 in the front line primary gear (input shaft 22).

The output shaft 30 extends to the front of the third speed gearset, and the transmission path and the speed ratio (gear ratio of the primary gear x gear ratio of the angular gear) change depending on which of the above gears is connected.

At speed 4, the input shaft 22 and the output shaft 30 are in a direct connection state.

The stepped transmission 3 is shift-controlled by shifting the sleeve gear 29 by the shift select actuator 5 for gear switching.

That is, the stepped transmission 3 has an opening operation in which the gears of the current shift stage are released from the mechanical engagement of the current gear stage by the shaft control of the sleeve gear 29, and a coupling operation of mechanically engaging the gears of the next gear stage. Is switched to.

The control unit 4 is operated by the shift lever 14, the accelerator opening degree ( ), The optimum shift stage is set from the shift pattern of the brake pedal (not shown), the rotation speed Ne and the vehicle speed Vr, and the shift select position sensor 6 detects the shift select position while detecting the shift select position. The actuator 5 is controlled.

The synchronous state of the sleeve gear 29 is detected from the input / output rotational speed relationship detected by each of the sensors 7 and 8.

At the time of shifting, the throttle opening degree θ is tightened to a predetermined opening position by the slot actuator 11, and the stepped transmission 3 is turned off with the exciting current of the electromagnetic clutch 2 being 0, thereby switching the shift stage. do.

Next, a specific correction method according to Embodiment 1 of the present invention will be described with reference to the relationship characteristic diagram between the clutch exciting current and the clutch transmission torque in FIG. 2.

In Fig. 2, the solid line indicates the clutch excitation current-clutch transmission torque relationship characteristic when new, and the broken line repeats the change of the clutch excitation current-clutch transmission torque relationship characteristic by the clutch control device of the automatic transmission according to the first embodiment. The clutch excitation current-clutch transmission torque relationship characteristic after secular variation obtained is shown.

The point A on the solid line in the figure is a point when the vehicle speed reaches the creep target vehicle speed during the previous creep run, and a point when the B point reaches the creep target vehicle speed during this creep run.

If the clutch transmission torque is equal when the target vehicle speed is reached, the intersection point of the straight line becomes the point after the change when the clutch transmission torque passing through the point B and the clutch transmission torque passing through the point A are the same. That is, correction is made by the relationship characteristic of the clutch exciting current-clutch transmission torque indicated by the dotted line passing through the point after this change.

In the above description, points A and B on the solid line are taken as an example, but the relationship characteristics newly corrected by the same method can also be obtained with respect to the relationship characteristics of the clutch excitation current-clutch transmission torque after a broken line aging.

3 is a timing chart showing a creep state in the vehicle stop state. In FIG. 3, the solid line shows the running state by the clutch at the time of a new product, and the broken line shows the running state by the clutch after a secular change.

Since the clutch after aging changes, the clutch transmission torque for the same clutch exciting current is smaller than that of the new clutch, so the rate of acceleration (acceleration) of the vehicle speed is small. (See the solid line and broken line of the vehicle speed in FIG. 3) According to the clutch control apparatus of the automatic transmission according to the first embodiment, the integral term in the feedback control to the clutch excitation current is changed by changing the relation characteristic of the clutch transmission torque clutch excitation current (Δ). A) is added and the creep excitation current supplied to the electronic powder clutch is increased when the creep target vehicle speed is reached.

When the clutch control device of the automatic transmission according to the present invention has the shift position in the traveling range and no detection by the brake switch and the accelerator position, the vehicle creeps and the actual vehicle speed by the vehicle speed sensor reaches the target speed. By adjusting the clutch transmission torque clutch excitation current so that the clutch transmission torque value becomes the clutch transmission torque value when the actual vehicle speed at the previous creep driving reaches the target speed, the clutch changes in the secular variation and characteristics of the clutch. Good creep peeling is obtained without a difference in creep force due to this.

Claims (1)

The clutch transmission torque calculated according to the deviation signal obtained by the closed loop control according to the deviation between the target vehicle speed and the actual vehicle speed is converted into the clutch excitation current according to the relationship characteristic of the clutch transmission torque clutch excitation current, and the clutch excitation current is converted to the electronic powder clutch. The clutch control unit of the automatic transmission which creeps the vehicle by supplying to the engine rotation sensor for detecting the engine speed, the brake switch for detecting the state of stepping on the brake pedal, any of the driving range, neutral range and reverse range. A range switch for detecting a shift position, an accelerator position sensor for detecting an accelerator pedal step amount as an accelerator opening degree, a vehicle speed sensor for detecting an output rotational speed of a synchronous engagement transmission as the vehicle speed, the engine rotation sensor, and the brake Switch, the range switch, the accelerator And a control means for switching a shift state of the synchronously engaged transmission according to a sensor and a detection signal of the vehicle speed sensor, wherein the control means is the traveling range to the shift position, and is provided to the brake switch and the accelerator position sensor. When there is no detection by the vehicle, the clutch transmission torque when the vehicle creeps the vehicle and the actual vehicle speed by the vehicle speed sensor reaches the target speed is the value of the clutch transmission torque when the actual vehicle speed when the previous creep drive reaches the target speed. Clutch control device for an automatic transmission, characterized in that for correcting the relationship characteristic of the clutch transmission torque clutch exciting current to a value.