JP4332978B2 - Auto clutch control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an automatic clutch control device.
[0002]
[Prior art]
The auto clutch includes a clutch interposed between the transmission and the engine, a clutch actuator for connecting / disconnecting the clutch, and a control unit for giving a connection / disconnection command to the clutch actuator. The clutch actuator is operated based on a connection / disconnection command issued from the control unit, and the clutch is appropriately connected / disconnected each time.
[0003]
As shown in FIG. 3 (a), the auto clutch has a clutch rotational speed of a first set rotational speed A (for example, 900 rpm) when the vehicle is coasting when the transmission is in any gear. When the above is reached, the clutch is engaged, and thereafter, when the clutch rotational speed becomes equal to or lower than the second set rotational speed B (for example, 1000 rpm), basic control for disengaging the clutch is performed by the control unit and the clutch actuator.
[0004]
Here, the “clutch rotational speed” refers to the rotational speed of the clutch driven plate connected to the transmission side.
[0005]
[Problems to be solved by the invention]
However, in such basic control, after the vehicle is temporarily stopped, if the transmission is in one of the gears and the accelerator opening is zero, and the inertial running is performed on the gentle slope with the clutch disengaged, the vehicle will run. Along with this, the clutch driven plate is rotated through the gear-in state transmission, so that the clutch disengagement / engagement hunting phenomenon shown by the phantom line in FIG.
[0006]
That is, when the vehicle coasts on a gentle slope in the above-described state, first, the clutch rotational speed is increased as the vehicle travels down the gentle slope, and the clutch rotational speed becomes equal to or higher than the first set rotational speed A. Are connected. Then, since an emblem from the engine (idle state) is applied, the vehicle is decelerated and braked, the clutch rotational speed is decelerated, the clutch rotational speed is equal to or lower than the second set rotational speed B, and the clutch is disengaged. Then, since the vehicle is released from the emblem, the vehicle is accelerated again by the gentle slope, the clutch rotational speed is increased, the clutch rotational speed becomes equal to or higher than the first set rotational speed A, and the clutch is engaged again.
[0007]
Such repeated clutch disengagement / engagement control (hunting phenomenon) is based on the hysteresis characteristics of the basic clutch disengagement / engagement control shown in Fig. 3 (a). As long as the vehicle is coasting on a gentle slope with the accelerator opening being zero, it is inevitable.
[0008]
An object of the present invention, which was created in view of the above circumstances, is to provide an automatic clutch control device capable of preventing a clutch on / off hunting phenomenon that occurs when coasting on a gentle slope.
[0009]
[Means for Solving the Problems]
The present invention devised to achieve the above object includes a friction type clutch for transmitting the power of an engine mounted on a vehicle to a transmission, and means for determining the rotational speed of a driven plate on the transmission side of the clutch. Means for detecting the gear-in state of the transmission, means for detecting the accelerator opening, acceleration A means for determining a vehicle speed to determine the state; a clutch actuator for connecting / disconnecting the clutch; and a controller for controlling the connection / disconnection of the clutch by instructing the clutch actuator, the above The rotational speed of the driven plate is Go up First set speed Lead to And the above clutch First, contact control that completes contact when it reaches a predetermined complete contact speed, and the above The rotational speed of the driven plate is Lower than the rotational speed at which the clutch is fully engaged and Second set speed greater than the first set speed Lead to And disconnect the clutch And a disconnection control that completes when the rotational speed is lowered to a predetermined complete rotational speed that is lower than the first set rotational speed, and the contact control and the disconnection control are increased / decreased by increasing / decreasing the rotational speed of the driven plate. Alternately depending on And when the transmission is in a gear-in state and the accelerator opening is zero, the rotational speed of the driven plate is Go up It is smaller than the first set rotational speed and larger than a predetermined rotational speed than the engine idle speed. High rotation speed When Closed The clutch Complete And anti-hunting control for canceling the basic control.
[0010]
Also, The above controller When the brake pedal is depressed, the rotational speed of the driven plate is Less than the first set rotational speed When the speed falls below the third set speed, when the brake pedal is depressed and exceeds the specified brake pressure, A rotational speed of the driven plate equal to or higher than a fourth set rotational speed greater than the second set rotational speed; Or when the accelerator opening is greater than or equal to the specified opening The above hunting prevention control Cancel Shi At the same time, the basic control is restored Make It is desirable to be a thing.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings.
[0012]
FIG. 5 is a schematic diagram of an automatic transmission having an auto clutch according to the present embodiment.
[0013]
As shown in FIG. 5, the auto clutch 1 includes a clutch 3 (friction type clutch) interposed between an engine (not shown) and a transmission (transmission) 2, and a clutch actuator that connects and disconnects the clutch 3. 4 and a control unit 5 that gives a connection / disconnection command to the clutch actuator 4, and operates the clutch actuator 4 based on a connection / disconnection command issued from the control unit 5 when starting, shifting, or stopping. Connect and disconnect as appropriate.
[0014]
The clutch 3 includes a flywheel 6 (drive plate) connected to the crankshaft of the engine, a driven plate 7 disposed opposite to the flywheel 6, and a pressure plate 8 that sandwiches the driven plate 7 between the flywheel 6. And have. The clutch actuator 4 appropriately controls the movement of the pressure plate 8 between the flywheel 6 side and the opposite side based on the connection / disconnection command issued from the control unit 5, and connects / disconnects the clutch 3 to control the output of the engine. Turns on and off for 2.
[0015]
As shown in FIG. 5, the transmission 2 includes an input shaft 9 coupled to the driven plate 7, a main shaft 10 disposed coaxially with the input shaft 9, an output shaft 11 disposed coaxially therewith, 10 and 11 and a counter shaft 12 arranged in parallel. A spline 13 is fixed to the input shaft 9 and an input gear 14 is pivotally supported. A spline 15 is fixed to the input gear 14.
[0016]
The counter shaft 12 includes an input counter gear 16 that meshes with the input gear 14, a fourth speed counter gear 17, a third speed counter gear 18, a second speed counter gear 19, a first speed counter gear 20, and a reverse counter gear 21. Are fixed. On the other hand, the main shaft 10 has a 4-speed main gear 22 meshed with the 4-speed counter gear 17, a 3-speed main gear 23 meshed with the 3-speed counter gear 18, and a 2-speed main gear 24 meshed with the 2-speed counter gear 19; A first-speed main gear 25 that meshes with the first-speed counter gear 20 and a reverse main gear 27 that meshes with the reverse counter gear 21 via an idle gear 26 are pivotally supported.
[0017]
Splines 28 and 29 are fixed on the left and right sides of the 4-speed main gear 22, respectively. A spline 30 is fixed on the left side of the 3-speed main gear 23, and a spline 31 is positioned on the right side of the 2-speed main gear 24. A spline 32 is fixed to the left of the first-speed main gear 25, and a spline 33 is fixed to the right of the reverse main gear 27. The main shaft 10 has a spline 34 fixed between the splines 29 and 30, and a spline 35 fixed between the splines 31 and 32, and is positioned to the right of the spline 33. The spline 36 is fixed.
[0018]
The spline 13 is provided with a sleeve 37 that meshes and connects adjacent splines 13 and 15 (13 and 28) to each other, or meshes only with the central spline 13, and the spline 34 includes adjacent splines 34 and 29 (34, 30) A sleeve 38 which meshes with each other or meshes only with the central spline 34 is provided, and the spline 35 is meshed with adjacent splines 35, 31 (35, 32) or only with the central spline 35. A meshing sleeve 39 is provided, and the spline 36 is provided with a sleeve 40 that meshes and connects adjacent splines 33, 36 or meshes only with the spline 36.
[0019]
As shown in FIG. 5, a sun gear 42 of the planetary gear mechanism 41 is fixed to the right end portion of the main shaft 10. Around the sun gear 42, a plurality of planetary gears 43 are arranged. Each planetary gear 43 is pivotally supported together by a carrier 44. A ring gear 45 is disposed outside the planetary gears 43. A spline 46 is fixed to the ring gear 45, and a spline 48 is fixed to the transmission case 47. An output shaft 11 is fixed to the carrier 44, and a spline 49 is fixed to the output shaft 11.
[0020]
The splines 46, 48, 49 are provided with sleeves 50 for meshingly connecting any one of the adjacent splines 46, 48 (46, 49). Further, a shift fork (not shown) is engaged with each of the sleeves 37, 38, 39, 40, 50, and is appropriately moved in the axial direction by a gear shift unit 54 that operates in response to a command from the control unit 5. ing. For example, when the sleeve 37 is positioned on the spline 13 (neutral position), the rotation of the input shaft 9 is not transmitted to the input gear 14, and the counter shaft 12, the main shaft 10, and the output shaft 11 are stopped.
[0021]
When the sleeve 13 is moved onto the splines 15, 13, the rotation of the input shaft 9 is accelerated and transmitted to the counter shaft 12 via the input gear 14 and the input counter gear 16, and all the counter gears 16 to 21 and the main gear are transmitted. 22-27 rotate. When the sleeve 37 is switched and moved on the splines 13 and 28, the rotation of the input shaft 9 is transmitted to the countershaft 12 by being decelerated to the countershaft 12 via the 4-speed main gear 22 and the 4-speed counter gear 17. To 21 and main gears 22 to 27 are decelerated from before switching and rotate.
[0022]
Here, if each sleeve 37, 38, 39, 40 is a position (neutral position) on each spline 13, 34, 35, 36, each main gear 22-27 only idles on the main shaft 10, Although the main shaft 10 does not rotate, when the sleeve 39 is positioned on the splines 35 and 32, the first speed is achieved, and the main shaft 10 rotates at the first speed. Similarly, when the sleeve 39 is positioned on the splines 35 and 31, the second speed is set, when the sleeve 38 is positioned on the splines 34 and 30, the third speed is set, and when the sleeve 38 is positioned on the splines 34 and 29, the fourth speed is set. The main shaft 10 rotates at an equivalent speed of 2nd speed, 3rd speed, 4th speed.
[0023]
At this time, the sun gear 42 fixed to the right end of the main shaft 10 rotates at the same speed as the main shaft 10 to rotate the planetary gear 43 and the ring gear 45. When the sleeve 50 is in the position on the splines 48 and 46, the rotational speed of the sun gear 42 is decelerated at a predetermined reduction ratio of the planetary gear mechanism 41 and transmitted to the output shaft 11, and the sleeve 50 is on the splines 46 and 49. At the position, the rotation of the sun gear 42 is transmitted to the output shaft 11 in a directly connected state.
[0024]
In this way, the transmission 2 is shifted in two steps by the split transmission gear mechanism 51 shown in FIG. 5, is shifted in four steps by the main transmission gear mechanism 52 on the downstream side thereof, and is shifted in two steps by the range transmission gear mechanism 53 on the downstream side thereof. The speed is changed to 2 × 4 × 2 = 16 speeds. The auto clutch 1 operates the clutch actuator 4 based on the connection / disconnection command issued from the control unit 5 when the transmission 2 is shifted by the gear shift unit 54 or when the vehicle is started / stopped, and the clutch 3 is appropriately operated each time. Connect and disconnect.
[0025]
Now, the control device 55 of the auto clutch 1 according to the present embodiment. a 5 has a neutral switch 55 disposed between the gear shift unit 54 and each of the sleeves 37, 38, 39, 40, 50 as shown in FIG. The neutral switch 55 detects whether or not the current gear stage is neutral based on the position of the shift fork that moves the sleeves 37, 38, 39, 40, and 50 in the axial direction, and the detection result is used as a control unit. 5 to send.
[0026]
In this case, the gear stage is neutral, the sleeve 37 is positioned on the spline 13, 15 (or 13, 28), the sleeve 38 is positioned on the spline 34, the sleeve 39 is positioned on the spline 35, and the sleeve 40 Is positioned on the spline 36, and the sleeve 50 is positioned on the splines 46, 48 (or 46, 49). As long as it is possible to detect that the gear stage is not neutral (the transmission 2 is in the gear-in state), not only the neutral switch 55 but also a gear position sensor that detects the position of each gear is used. Also good.
[0027]
In such a neutral state, when the vehicle travels inertially, the output shaft 11 is rotated by rotation of the tire and the main shaft 10 is rotated via the planetary gear mechanism 41, but the main gear supported by the main shaft 10 is supported. 22 to 27 are stopped, and the counter gears 16 to 21, the counter shaft 12, the input gear 14, and the input shaft 9 are stopped. Therefore, the rotational speed (rpm) of the driven plate 7 connected to the input shaft 9 = the rotational speed (rpm) of the clutch 3 is zero.
[0028]
When one of the sleeves 38, 39, 40 is moved from the neutral state to the first speed position, the second speed position, the third speed position, the fourth speed position, or the reverse position, the rotation is performed by the inertia of the vehicle. The rotation of the main shaft 10 is transmitted to the first speed main gear 25, the second speed main gear 24, the third speed main gear 23, the fourth speed main gear 22 or the reverse main gear 27, via the counter gears 16 to 21, the counter shaft 12 and the input gear 14. To the input shaft 9. Therefore, the rotational speed (rpm) of the driven plate 7 connected to the input shaft 9 rises: the rotational speed (rpm) of the clutch 3.
[0029]
Control device 55 a 5 has a counter shaft rotation sensor 56 for detecting the number of revolutions of the clutch 3 (rpm) = the number of revolutions of the driven plate 7 (rpm). The counter shaft rotation sensor 56 detects the rotation speed (rpm) of the input counter gear 16 fixed to the counter shaft 12 and sends the detected value to the control unit 5. The reason why the rotation of the input shaft 9 to which the driven plate 7 is connected is not directly detected is that there is no room for providing a sensor in the vicinity of the input shaft 9.
[0030]
When the sleeve 37 is connected to the splines 13 and 15, the control unit 5 uses the input counter gear 16, the input gear 14, and the rotational speed (rpm) of the input counter gear 16 sent from the countershaft rotation sensor 56. And the rotational speed (rpm) of the input shaft 9, that is, the rotational speed (rpm) of the driven plate 7 = the rotational speed (rpm) of the clutch 3 is calculated.
[0031]
On the other hand, when the sleeve 37 is connected to the splines 13 and 28, the input counter gear 16 and the 4-speed counter gears 17 and 4 are added to the rotational speed (rpm) of the input counter gear 16 sent from the counter shaft rotation sensor 56. Multiplying the gear ratio with the high-speed main gear 22, the rotational speed (rpm) of the input shaft 9, that is, the rotational speed (rpm) of the driven plate 7 = the rotational speed (rpm) of the clutch 3 is calculated.
[0032]
Note that the rotation speed of the input shaft 9 (rpm) = not the rotation sensor 56 but the detection value of the rotation sensor 62 that detects the rotation speed (rpm) of the output shaft 11 is multiplied by the overall gear ratio of the transmission 2. The rotational speed (rpm) of the clutch 3 may be calculated.
[0033]
In addition, the control device 55 a 5 has an accelerator opening sensor 58 that detects the opening of the accelerator pedal 57 and sends the opening to the control unit 5, and is disposed between the clutch actuator 4 and the clutch 3. As shown in FIG. And a clutch stroke sensor 59. The clutch stroke sensor 59 detects the amount of movement of the pressure plate 8 moved by the clutch actuator 4 and sends the amount of movement to the control unit 5. The control unit 5 detects the engagement / disengagement of the clutch 3 based on the amount of movement.
[0034]
In addition, the control device 55 a Has acceleration determination means 60 for determining whether or not the vehicle is in an acceleration state. As shown in FIG. 5, the acceleration determination means 60 has an output shaft rotation sensor 62 that detects the rotation speed (rpm) of the gear 61 fixed to the output shaft 11 and sends it to the control unit 5. The control unit 5 determines whether or not the vehicle is in an acceleration state based on the time variation of the detection value of the output shaft rotation sensor 62.
[0035]
The output shaft rotation sensor 62 also serves as a vehicle speed sensor. Further, the control unit 5 has a built-in timer (not shown) for measuring the time after the output from the output shaft rotation sensor 62 is zero, that is, the vehicle speed is zero. Of course, a dedicated vehicle speed sensor may be provided separately from the output shaft rotation sensor 62 and used.
[0036]
In the control unit 5, the neutral switch 55 is off (the transmission 2 is in any gear and the input shaft 9 = the driven plate 7 is rotated by the rotation of the tire), and the output of the accelerator opening sensor 58 is output. When the vehicle is coasting with zero (the opening of the accelerator pedal 57 is zero), as shown in FIG. 3 (a), the number of revolutions of the clutch 3 (rpm) = the number of revolutions of the driven plate 7 (rpm) is the first setting. The clutch 3 is connected when the rotation speed is higher than Arpm (for example, 900 rpm), and then the clutch 3 is rotated when the rotation speed (rpm) of the clutch 3 is equal to or lower than the second set rotation speed Brpm (for example, 1000 rpm). The basic control X which cuts 3 is written.
[0037]
Further, as shown in FIG. 3 (b), the control unit 5 has a rotational speed (rpm) of the clutch 3 = the rotational speed (rpm) of the driven plate 7 is the engine rotational speed (rpm) + the predetermined rotational speed (rpm). When this is the case, the anti-hunting control Y for connecting the clutch 3 and canceling the basic control X prior to the clutch engagement by the basic control X is written. Here, the predetermined rotational speed (rpm) is 100 rpm in the present embodiment, but is not limited to this. The engine speed (rpm) is detected by an engine speed sensor 63 shown in FIG. The engine rotational speed sensor 63 detects the rotational speed (rpm) of the flywheel connected to the crankshaft of the engine to obtain the engine rotational speed (rpm) and sends it to the control unit 5.
[0038]
Further, the control unit 5 applies the above-described hunting prevention control Y to (1) the number of revolutions of the clutch 3 (rpm) = the number of revolutions of the driven plate 7 (rpm) or the vehicle speed when the brake pedal is depressed. 3. When the set rotational speed Crpm (for example, 850 rpm) or less, (2) When the opening of the accelerator pedal 57 exceeds a predetermined opening (for example, 50%), (3) The brake pedal is depressed and the Brake pressure (brake pressure that provides sufficient braking force, eg 2Kgf / cm ² (4) Clutch rotational speed (rpm) = Driven plate 7 rotational speed (rpm) or when the vehicle speed exceeds a predetermined rotational speed (for example, 1500 rpm), cancel each other and simultaneously perform the basic control X The basic return control to restore is written.
[0039]
The operation of the present embodiment having the above configuration will be described.
[0040]
1 and 2 are control flows performed by the control unit 5. As shown in FIG. 1, after starting, it is determined in step 1 whether or not the current gear stage of the transmission 2 is not neutral, that is, whether or not the neutral switch 55 shown in FIG.
[0041]
When the neutral switch 55 is turned on, it is known as an end, and the auto clutch control according to the present invention is not performed. However, when the neutral switch 55 is turned off, the answer is yes, and the process goes to step 2. That is, to go to step 2, the neutral switch 55 is turned off, the transmission 2 is in one of the gears, and the input shaft 9 = driven plate 7 is rotated by traveling of the vehicle. It is necessary to be.
[0042]
In step 2, it is determined based on the output of the accelerator opening sensor 58 whether or not the opening of the accelerator pedal 57 is zero. If the accelerator pedal 57 is open to some extent, it is known as “no”, so the end is reached. That is, in order to proceed to Step 3, it is necessary that the opening degree of the accelerator pedal 57 at which the engine is in an idle state is zero.
[0043]
In step 3, it is determined whether or not the vehicle is in an accelerated state. This determination is made by using the acceleration determining means 60 shown in FIG. 5 described above. If the vehicle is not in an accelerated state, it is “NO” because the vehicle is in an accelerated state. That is, in order to go to Step 4, it is necessary that the vehicle is in an accelerated state on a gentle slope.
[0044]
In step 4, it is determined whether or not the rotational speed of the clutch 3 (rpm) = the rotational speed (rpm) of the driven plate 7 is equal to or higher than the engine rotational speed (rpm) +100 rpm. Then go to step 5. That is, in order to go to Step 5, the rotational speed (rpm) of the clutch 3 rotated by traveling of the vehicle such as when coasting on a gentle slope = the rotational speed (rpm) of the driven plate 7 is the engine rotational speed (rpm). It must be +100 rpm or more.
[0045]
Summarizing the conditions of steps 1 to 4, the current gear stage is not neutral, but the input shaft 9 = driven plate 7 is rotated as the vehicle travels, the accelerator pedal 57 is zero and the engine is idle. In this state, the vehicle rolls down a gentle slope or the like and is coasting in an accelerated state, and the rotational speed (rpm) of the driven plate 7 rotated by the traveling of the vehicle = the rotational speed (rpm) of the clutch 3 However, it is necessary that the engine speed (rpm) (for example, 500 rpm) in the idle state is overtaken by 100 rpm or more to rotate at high speed.
[0046]
When the above conditions are satisfied, the routine proceeds to step 5 where it is determined whether or not the clutch engagement permission flag is on. On / off of the clutch engagement permission flag is selected by a control flow shown in FIG. 2 different from the above control flow.
[0047]
As shown in FIG. 2, after starting, it is determined in step 11 whether or not the clutch engagement permission flag is on. If yes, the process proceeds to step 15 and whether or not the opening degree of the accelerator pedal 57 is 5% or more. To be judged. Determination of accelerator opening> 5% is made by the accelerator opening sensor 57 and the control unit 5 shown in FIG. If this is YES, the clutch engagement permission flag is turned off in step 17. This is because there is an intention to accelerate and it is considered that the operation is performed on the right side of the hunting region shown in FIG. In addition, 5% is an illustration and is not limited to this. If Step 15 is No, go to Step 16.
[0048]
In Step 16, it is determined whether or not the clutch 3 is engaged. This determination is made by the clutch stroke sensor 59 and the control unit 5 shown in FIG. If the clutch 3 is engaged, the clutch engagement permission flag is turned off in step 17. This is because the engagement of the clutch 3 is considered to be an operation on the right side of the hunting region shown in FIG. If step 16 is NO, as determined in step 11, the clutch engagement permission flag remains on and the end is reached, and the process returns to the start. This circulation is performed a plurality of times per second.
[0049]
On the other hand, if the clutch engagement permission flag is off at step 11, the result is no and the process goes to step 12. In step 12, it is determined whether or not the vehicle speed is zero. Whether or not the vehicle speed is zero is determined by the output shaft rotation sensor 62 and the control unit 5 shown in FIG. If there is a vehicle speed, the result is NO and the clutch connection permission flag remains off, the end is returned to the start, and if the vehicle speed is zero, the process proceeds to step 13. In step 13, it is determined whether or not the vehicle stop state has elapsed for 0.2 seconds or more. This determination is made by the output shaft rotation sensor 62 and the timer in the control unit 5 shown in FIG. In addition, 0.2 second is an illustration and is not limited to this.
[0050]
If step 13 is no, the end of the clutch engagement permission flag remains off, and if yes, the clutch engagement permission flag is turned on from off in step 14. That is, in order to turn on the clutch engagement permission flag in the off state in step 11, the vehicle speed zero is kept for 0.2 seconds or more, that is, the vehicle is temporarily stopped and 0.2 seconds or more have passed. It is a condition to do. In order to turn off the clutch engagement permission flag once turned on in step 17, it is necessary that the opening degree of the accelerator pedal 57 is 5% or more or the clutch 3 is in an engagement state as described above. .
[0051]
Returning now to step 5 of FIG. In step 5, if the clutch engagement permission flag is off, the result is no and the end is determined. If the flag is on, the result is yes and the process proceeds to step 6 where the clutch 3 is connected and the end. The clutch 3 is connected by the clutch actuator 4 and the control unit 5 shown in FIG. And it returns to the start from the end. This circulation is performed a plurality of times per second.
[0052]
As a result, after the vehicle stop is kept for 0.2 seconds or more, the current gear stage is not neutral, and the input shaft 9 = driven plate 7 is rotated as the vehicle travels. Is zero, the engine is in an idle state, the vehicle rolls on a gentle slope, etc., and coasts in an accelerated state, and the rotational speed (rpm) of the driven plate 7 rotated by the traveling of the vehicle = clutch 3 If the engine speed (rpm) exceeds the idle engine speed (rpm) (for example, 500 rpm) by 100 rpm or more, the engine 3 rotates prior to the engagement of the clutch 3 by the basic control X in FIG. The clutch 3 is engaged by the hunting prevention control Y in FIG. 3B, and the basic control X is cancelled.
[0053]
Actually, the control unit 5 generates both the clutch connection / disconnection signal of the basic control X in FIG. 3 (a) and the clutch connection / disconnection signal of the hunting prevention control Y shown in FIG. 3 (b). When the control is outputting a clutch engagement signal, the clutch actuator 4 performs an operation to connect the clutch 3. As a result, the basic control X in FIG. 3A is substantially canceled.
[0054]
In this way, when the vehicle is coasting on a gentle slope with the transmission 2 in any gear and the accelerator opening being zero after the vehicle has stopped temporarily, the clutch 3 is engaged by the basic control X. Since the basic control X is canceled by connecting the clutch 3 by the anti-hunting control Y in advance, the disengagement / disengagement hunting phenomenon of the clutch 3 that occurs when the clutch 3 is disengaged / engaged only by the basic control X (the hypothesis of FIG. 3 (a)). Line) can be avoided in advance. The connection of the clutch 3 by the hunting prevention control Y may be performed with the waveform shown in FIG.
[0055]
Further, the anti-hunting control Y shown in FIG. 3 (b) is as follows. (1) With the brake pedal depressed, the number of revolutions of the clutch 3 (rpm) = the number of revolutions of the driven plate 7 (rpm) 3 When the set rotational speed Crpm (for example, 850 rpm) or less, (2) When the opening of the accelerator pedal 57 exceeds a predetermined opening (for example, 50%), (3) The brake pedal is depressed and the predetermined Brake pressure (brake pressure that provides sufficient braking force, eg 2Kgf / cm ² 4) The number of revolutions of the clutch 3 (rpm) = the number of revolutions of the driven plate 7 (rpm) or when the vehicle speed exceeds a predetermined number of revolutions (for example, 1500 rpm), both are canceled and at the same time the basic It is controlled by the control unit 5 so that the control X is restored.
[0056]
The reason is that the engine stall may occur when the brake pedal is depressed and the rotational speed of the clutch 3 (rpm) = the rotational speed (rpm) of the driven plate 7 or the vehicle speed falls below a predetermined third set rotational speed Crpm (for example, 850 rpm). This is because the clutch 3 must be disengaged by the basic control X in FIG. 3 (a) before the clutch 3 is disengaged by the hunting prevention control Y shown in FIG. 3 (b). If the degree is greater than a predetermined opening (for example, 50%), there is a willingness to accelerate, and it is considered that the operation is performed on the far right side of the hunting region in FIG. There is no problem.
[0057]
Also, when the brake pedal is depressed, a predetermined brake pressure (a brake pressure at which a sufficient braking force can be obtained, eg 2 kgf / cm ² ), There is a possibility of engine stall, so it is necessary to disengage the clutch 3 by the basic control X in FIG. 3 (a) before disengaging the clutch 3 by the anti-hunting control Y shown in FIG. 3 (b). Yes, since the number of revolutions of the clutch 3 (rpm) = the number of revolutions of the driven plate 7 (rpm) or the vehicle speed exceeds a predetermined number of revolutions (for example, 1500 rpm), the operation is performed on the right side of the hunting region of FIG. This is because there is no problem even if the hunting prevention control Y is returned to the basic control X.
[0058]
The present invention is not limited to the transmission 2 having the structure shown in FIG. 5, but may be applied to a normal two-shaft four-speed or five-speed transmission.
[0059]
【The invention's effect】
As described above, according to the control apparatus for an auto clutch according to the present invention, it is possible to prevent a clutch on / off hunting phenomenon that occurs when coasting on a gentle slope.
[Brief description of the drawings]
FIG. 1 is a flowchart showing a control flow of an automatic clutch control apparatus according to an embodiment of the present invention.
FIG. 2 is a flowchart showing another control flow of the control device.
FIG. 3 (a) is an explanatory diagram showing basic control of the control device, and FIG. 3 (b) is an explanatory diagram showing hunting prevention control.
FIG. 4 is an explanatory diagram showing an example of a clutch engagement waveform of the control device.
FIG. 5 is a schematic view of an automatic transmission provided with the auto clutch.
[Explanation of symbols]
1 Auto clutch
2 Transmission
3 Clutch
5 Control unit
55 Control device
57 Accelerator pedal
A First set speed
B Second set speed
C Third set speed
X Basic control
Y Hunting prevention control

Claims (2)

A friction type clutch for transmitting the power of an engine mounted on the vehicle to the transmission; means for determining the rotational speed of the driven plate on the transmission side of the clutch; means for detecting a gear-in state of the transmission; Means for detecting the accelerator opening; means for determining the vehicle speed to determine the acceleration state of the vehicle; a clutch actuator for connecting / disconnecting the clutch; a controller for controlling the clutch connection / disconnection by instructing the clutch actuator; Have
The controller
Reaches the first set rotation speed up the rotating speed of the driven plate begins contact with the clutch, further predetermined complete contact and engagement control in contact complete when raised to the rotational speed, the rotational speed is lowered above the driven plate The clutch starts to be disengaged when a second set speed that is smaller than the speed at which the clutch is fully connected and greater than the first set speed is reached, and further, the predetermined complete speed is lower than the first set speed. A basic control for alternately executing the contact control and the disconnection control in accordance with the increase or decrease of the rotational speed of the driven plate ;
When the transmission is in a gear-in state and the accelerator opening is zero, the rotational speed of the driven plate is increased in a vehicle acceleration state, which is smaller than the first set rotational speed and more than a predetermined rotational speed than the engine idle rotational speed. reaches the rotational speed has magnitude when the control device of the automatic clutch, characterized in that a hunting prevention control for canceling the basic control with the clutch complete disconnection state contact complete. The above controller
When the rotational speed of the driven plate is less than or equal to the third set rotational speed smaller than the first set rotational speed with the brake pedal depressed,
When the brake pedal is depressed and exceeds the specified brake pressure,
When the rotational speed of the driven plate is equal to or greater than a fourth set rotational speed that is greater than the second set rotational speed ,
Or when the accelerator opening is equal to or greater than the predetermined opening,
Each cancels the hunting prevention control,
2. The automatic clutch control device according to claim 1, wherein the basic control is restored at the same time.

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