JPH0337423A - Control device of vehicle clutch - Google Patents

Abstract

PURPOSE:To suppress the generation of a shock torque at the time of starting a vehicle by setting the clutch meet time to a long time of one cycle or more of driving system resonance at the time of starting, and easing the influence of the driving system resonance during this time. CONSTITUTION:A control unit 7 inputs signals of a change selector 4, an accelerator stroke sensor 51, an engine rotating speed sensor 22, a clutch disk rotating speed sensor 67, and a vehicle speed sensor 31, and controls the intermittent state of a clutch 6 between an engine and an automatic transmission 1. In this case, at the time of the start of the vehicle detected by a detecting means 71, a control means 72 sets the clutch meet time to a long time of about one cycle or more of driving system resonance to make load or the transmission torque of the clutch 6 gradually act on the engine 2, and during this time, the influence of the driving system resonance is eased. Hence, the generation of a shock torque can be suppressed.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to a vehicle clutch control device that automatically controls the on/off state of a vehicle clutch according to driving conditions.

[Conventional technology]

Conventionally, in vehicles (so-called manual vehicles) that are equipped with a clutch that has an on/off operation member such as a clutch disc or a clutch lever, and whose on/off state is controlled by a clutch pedal (so-called manual vehicles), when starting, the driver engages the latch in the following manner. It is necessary to perform intermittent operations. That is, at the same time as the accelerator pedal is depressed, the clutch pedal, which had been depressed deeply, is released, and the disconnection/disconnection operation member of the clutch, which was in the disconnected state, is moved in the connection direction. After that, when the intermittent operating member is moved to a predetermined position and becomes a half-connected state (so-called half-clutch state), the clutch pedal is temporarily stopped in that state, and then the clutch pedal is released again to further connect the clutch intermittent operating member. direction and fully connected.

In the engagement/disengagement operation of the clutch, if the half-clutch state is too short, the engine will stop, and if the clutch remains in the half-engaged state for too long, on the other hand, the engagement/disengagement operation member such as the clutch disk will become severely worn. Therefore, when starting the vehicle, the driver is required to have a sophisticated latch operation technique.

Therefore, recently, vehicle clutch control devices have been developed that automatically control the clutch disengagement state so that the latch engages and engages appropriately even if the driver does not have the advanced latch disengagement operation technology described above. A control device has been developed that controls this (see Japanese Unexamined Patent Publication No. 77529/1983).

[Problem to be solved by the invention]

In the above-mentioned conventional vehicle clutch control device, the time period during which the clutch is held in a half-engaged state at the time of starting (clutch engagement time at the time of starting) is set to a short time that does not cause the engine to stop. Therefore, when the vehicle is started, a large load (transmitted torque of the clutch) is suddenly applied to the engine by connecting the clutch, and a large shock torque is generated at the cycle of drive system resonance.

In view of the above circumstances, it is an object of the present invention to provide a control device for a vehicle clutch that can reduce shock torque when starting a vehicle.

(Means for Solving the Problems) A vehicle clutch control device according to the present invention is a vehicle clutch control device that controls an on/off state of a vehicle clutch, and includes a start detection means for detecting when the vehicle is started; The clutch contact time control means is provided for controlling the clutch contact time so that the clutch contact time is approximately one period or more of drive system resonance when receiving a detection signal from the means.

[Effect]

According to the above configuration, when the vehicle starts, the clutch engagement time is set to a long time approximately equal to or longer than one period of drive system resonance. Therefore, a load (transmitted torque of the clutch) is gradually applied to the engine, and during this time, the influence of drive system resonance is alleviated, and the generation of shock torque is suppressed.

〔Example〕

1 and 2 show an example of an actual flow of a control device for a vehicle clutch according to the present invention. In these figures, 1 is an automatic transmission, 2 is an engine, 3 is a propeller shaft, 4 is a change selector, and 5 is an accelerator pedal. The automatic transmission Ill is equipped with a clutch 6 at the end connected to the engine 2. This clutch 6 is connected to the engine 2
A flywheel 61 integrally connected to the output shaft 21 of
, a clutch disc 62 spline-coupled to the input shaft 11 of the automatic transmission 1, a pressure plate 63 and a diaphragm spring 64 disposed on the back of the clutch eyelid 2, and a clutch actuator 66.
The clutch lever 65 is moved by the clutch lever 65. When the clutch lever 65 is moved, the diaphragm spring 64 and the pressure plate 6
3 is activated, the clutch disc 62 is pulled away from or pressed against the flywheel 61, thereby preventing the transmission of power between the output shaft 21 of the engine 2 and the input shaft 11 of the automatic transmission 1. It is designed to be intermittent. That is, when the clutch lever 65 is moved to the right in FIG. 2, the clutch disc 62 is separated from the flywheel 61 and is in the disconnected state, and conversely, when the clutch lever 65 is moved to the left in FIG. The disk 62 is pressed against the flywheel 61 and becomes connected. Furthermore, when the clutch lever 65 is moved to the intermediate position in FIG. 2, it is in a so-called half-clutch state.

Reference numeral 7 denotes a control unit, and a selection signal corresponding to the D-reno 9 position, R-ton 9 position, etc. selected by the driver is input from the change selector 4 to the control unit 7.

In addition to the above-mentioned select signal, the control unit 7 also includes an accelerator stroke sensor 51 that detects the amount of depression of the accelerator pedal 5 (accelerator stroke).
an accelerator stroke detection signal from the engine rotation speed sensor 22 that detects the engine rotation speed, and a clutch disk rotation speed sensor that detects the clutch disk rotation speed (the rotation speed of the input shaft 11 of the automatic transmission 1). 67, a clutch disk rotation speed detection signal, a vehicle speed detection signal from a vehicle speed sensor 31 that detects vehicle speed (propeller shaft rotation speed), and a brake 81.
A brake signal and a brake signal are respectively input from the input terminal.

From the control unit 7, a change select actuator 41 and a change shift actuator 6 are connected.
8, a select switching command signal and a shift switching command signal are outputted. Then, when each of the above signals is output,
The change select actuator 41 and the change shift actuator 68 perform select and shift operations in the same manner as in a manual transmission, and the gears are automatically changed. In addition to the switching command signals, the control unit 7 also sends an on/off command signal to the clutch actuator 66 to control the clutch 6 according to the operating state, and a throttle actuator 23 to adjust the throttle opening to control the accelerator stroke and the engine. A throttle opening adjustment signal corresponding to the rotational speed and the clutch disk rotational speed is output, respectively. For this reason,
The on/off state of the clutch 6 is automatically controlled according to the operating state, and the throttle opening is controlled according to the accelerator stroke, engine rotation speed, and clutch disk rotation speed.

The control unit 7 includes a start detection means 71 and a clutch engagement time control means 72. Although the control unit 7 is not shown,
In addition to the above-mentioned means 71 and 72, it is provided with clutch engagement/disengagement control means for controlling the engagement/disengagement state of the clutch 6, throttle opening degree control means for controlling the throttle opening degree, select signal discrimination means, brake signal detection means, and the like.

The start detection means 71 includes a vehicle speed sensor 31, an engine rotation speed sensor 22, and a clutch disk rotation speed sensor 6.
Based on the vehicle speed, engine rotation speed, clutch disk rotation speed, etc. from 7 etc., it is detected that the vehicle is starting.

The clutch engagement time control means 72 is configured to control the clutch engagement time so that the clutch engagement time is approximately one cycle of the drive system resonance when receiving the detection signal from the means 71. Here, the clutch engagement time refers to the time during which the clutch 6 is held in a half-connected state, that is, a so-called half-clutch state, when the clutch 6 is changed from a disengaged state to a connected state.

FIG. 3 shows a specific example of control by the control unit 7.

In this flowchart, when started, first, in step S1, accelerator stroke, vehicle speed,
Read the select position, engine speed, brake signal, and clutch disc rotation speed. Next step S
2, it is determined whether the vehicle is starting or traveling based on the vehicle speed, engine rotation speed, clutch disk rotation speed, etc. read in step S1.

When it is determined in step S2 that it is time to start, in step S3 throttle opening control and clutch engagement control are executed based on preset mapAt and mapcl, as shown in FIGS. Regarding the throttle opening control, the throttle opening is controlled according to the accelerator stroke.On the other hand, regarding the clutch engagement control, the clutch is temporarily held in a half-clutch state from the disengaged state as time passes, and then the clutch is fully engaged. The on/off state of the clutch is controlled so that the clutch meet time t1 is approximately one cycle of drive system resonance.

Further, when it is determined in step S2 that the vehicle is running, step S4 is executed. In step S4, it is determined whether or not a shift is necessary based on the vehicle speed and accelerator stroke read in step S1 and the shift map shown in FIG.

When it is determined in step S4 that there is no need to shift,
In step S5, the preset mapA shown in FIG.
Throttle opening control based on 4 is executed. Note that in this case, since there is no need to change gears, clutch engagement/disengagement control is not performed.

On the other hand, when it is determined in step S4 that a shift is necessary, it is determined in step S6 whether it is necessary to shift up or down.

When it is determined in step S6 that it is necessary to shift up, in step S7 FIG. 6 (a>, (
The preset mapA2, mat)C shown in b)
When it is determined in step S6 that it is necessary to perform throttle opening control and clutch engagement/disengagement control based on z, in step S8 the steps shown in FIG.
The preset map, A,3,ma shown in (b)
Throttle opening control and clutch engagement control are executed based on pC3. In other words, when shifting gears, the clutch is switched from a connected state to a disengaged state as time passes, and then the clutch is held in a half-clutch state for a short period of time, and then the clutch is switched back to a connected state. In order to perform this, the throttle opening degree is controlled according to the passage of time. In this case, clutch meet time t
2, t3 is set within one period of drive system resonance.

According to the above configuration, the clutch meeting time t1 is set to approximately one period of drive system resonance when the vehicle starts. Therefore, the following effects can be obtained.

FIG. 9 shows the clutch transmission torque Ta and shock torque Tb in the case of the above control device (when the clutch meeting time at the time of starting is set to approximately one cycle of drive system resonance),
Clutch transmission torque Ta and shock torque Td are shown in the case of a conventional control device (when the clutch meeting time at the time of starting is set within one period of drive system resonance).

If the clutch contact time at startup is short (less than one cycle) as in the past, the clutch transmission torque T will decrease due to the influence of drive system resonance.
a increases rapidly. This clutch transmission torque Ta acts as a force that tries to stop the rotation of the engine, so if the clutch transmission torque Ta suddenly increases, a large load is suddenly applied to the engine, and a large shock torque Td is generated.

On the other hand, if the clutch engagement time at the time of starting is set to approximately one period of the drive system resonance as in this control device, the half-clutch state will continue for a long time at the time of starting, and the influence of the drive system resonance will be alleviated during that time. Clutch 2 transmission torque Ta increases gradually, preventing a sudden large load from being applied to the engine. Therefore, the shock torque Tb becomes smaller.

Figure 10 shows the shock torque waveforms measured when the clutch contact time at the time of starting was varied.
Figure 1 shows the peak values of the shock torque coefficients in each of the above cases. Note that 1 scale on the horizontal axis in Fig. 10 is 1 scale of drive system resonance.
Cycle time, E and F are the results when the clutch contact time at start is set within one cycle of drive system resonance, and G is the result when the clutch meet time at start is set to approximately one cycle of drive system resonance. , ε is the shock torque coefficient (shock torque/
engine torque).

From the results shown in these figures, if the clutch engagement time at startup is set within one cycle of drive system resonance, a large shock torque will occur at E and F, and the clutch engagement at startup will be delayed as in the case of G2 engine. It can be seen that the shock torque can be reduced by setting the time 3 to approximately one period or more of the drive system resonance. Note that if the clutch engagement time at the time of starting is set to approximately one cycle of drive system resonance, it is possible to avoid an unnecessary increase in the clutch engagement time at the time of starting.

FIG. 12 shows an embodiment in which the clutch is engaged and engaged by operating the clutch pedal. In this figure, 91 is a clutch pedal, and 92 is a clutch lever.
These clutch pedal 91 and clutch lever
92 is connected via a mask cylinder 93, a one-way valve (clutch engagement time control means) 94, and a release cylinder 95. When the clutch pedal 91 is operated, a clutch lever 92 is actuated by the action of oil pressure, and the engagement/disengagement state of the clutch can be changed. That is, when the clutch pedal 91 is depressed, it is in a connected state, and when the clutch pedal 91 is released, it is in a disconnected state.

4 The one-way valve 94 has a main passage 941 and a bypass passage 942. Inside the main passage 941, there are small holes 94.
A spool 943 having a number 4 formed thereon is inserted, and this spool 943 is always urged toward the release cylinder 95 by a spring 945. A solenoid valve 946 is interposed in the bypass passage 942 and is opened and closed by command signals from the control unit 96.

The control unit 96 includes a vehicle speed sensor 97,
A vehicle speed detection signal, an engine rotation speed detection signal, and a clutch disengagement state detection signal are input from an engine rotation speed sensor 98 and a clutch disengagement state detection switch 99, respectively. The control unit 96 includes a start detection means 961 that detects when the vehicle starts. The start detection means 961 receives signals indicating that the vehicle speed is approximately O, the engine rotation speed is high, and the clutch is disengaged from the vehicle speed sensor 97, engine rotation speed sensor 98, and clutch disengagement state detection switch 99, respectively. When this happens, it is detected that the vehicle is starting, and a close command signal is output to the solenoid valve 946.

According to the configuration of this control device, when the clutch pedal 91 is depressed, the solenoid valve 946
is opened, and the bypass passage 942 is brought into communication. For this reason, a large amount of hydraulic pressure is sent from the mask cylinder 93 to the release cylinder 95 at once, and the clutch lever 92 is quickly operated to quickly bring the clutch into the disengaged state.

On the other hand, the time when the clutch pedal 91 is released differs between when the vehicle starts and when the vehicle travels (changes gears). That is, when the vehicle is running (shifting), the vehicle speed is not O, so the solenoid valve 946 is opened and the bypass passage 942 is in communication. Therefore, a large amount of hydraulic pressure is discharged from the release cylinder 95 to the mask cylinder 93 at once, and the clutch lever 92 is quickly operated to quickly bring the clutch into the connected state. On the other hand, when the vehicle starts, the vehicle speed is approximately O, the engine speed is high, and the clutch is disconnected, so the sole 6 made valve 946 is closed and the bypass passage 942 is closed. For this reason, the small hole 94 of the spool 943
4, the hydraulic pressure is discharged from the release cylinder 95 to the mask cylinder 93, and the operation of the clutch lever 92 is delayed and the clutch is slowly brought into the connected state.

That is, at the time of starting, the rise time from the disconnected state to the connected state (clutch engagement time at the time of starting) becomes longer.

In this control device, the diameter of the small hole 944 of the sprue 943 is adjusted so that the rise time is approximately equal to or longer than the drive system resonance for each station. Therefore, in this control device as well, effects similar to those of the above embodiment can be obtained.

〔Effect of the invention〕

In the vehicle clutch control device according to the present invention, the clutch meeting time is set to a long time approximately equal to or longer than one cycle of drive system resonance when the vehicle starts. Therefore, a load (transmitted torque of the clutch) is gradually applied to the engine, and during this time, the influence of drive system resonance is alleviated, and it is possible to suppress the generation of shock torque at the time of starting.

[Brief explanation of drawings]

FIG. 1 is a schematic configuration diagram showing an embodiment of a control device for a vehicle clutch according to the present invention, FIG. 2 is an enlarged cross-sectional view of the clutch portion of FIG. 1, and FIG. 3 is a detailed diagram of the control unit. A flowchart showing an example, Fig. 4 is a shift characteristic diagram according to vehicle speed and accelerator stroke, Fig. 5 (a
), (b) are the throttle opening characteristic diagram and the clutch disengagement state characteristic diagram at the time of starting, FIGS. 6(a) and (b) are the throttle opening characteristic diagram and the clutch disengagement state characteristic diagram at the time of upshifting, and Figures (a) and (b) are throttle opening characteristic diagrams and clutch disengagement state characteristics diagrams during downshifting.
The figure is a throttle opening characteristic diagram when not shifting, Figure 9 is a graph showing the relationship between clutch transmission torque or shock torque with respect to clutch engagement time, and Figure 10 is a graph showing the shock torque when the clutch engagement time is varied. A waveform diagram, FIG. 11 is a graph showing the peak value of the shock torque coefficient in each of the above cases, and FIG. 12 is a schematic configuration diagram showing another embodiment. 6...Clutch, 71,961...Start detection means,
72.94...clutch me 1~time control means, tl
...Clutch engagement time when starting.

Claims (1)

[Claims] 1. In a vehicle clutch control device that controls the on/off state of a vehicle clutch, there is a start detection means for detecting when the vehicle starts, and when a detection signal is received from this means, the clutch meet time is approximately 1 of the drive system resonance. 1. A control device for a vehicle clutch, comprising: clutch engagement time control means for controlling a clutch engagement time so that the clutch engagement time is equal to or longer than a period.