JPH02225830A - Control device of clutch for vehicle - Google Patents

Abstract

PURPOSE:To optimally control a clutch by properly judging a driving condition of a traffic jam through decreasing correction of a clutch engaging speed at least in the half clutch state based on an output signal of a traffic jam detecting part during a traffic jam. CONSTITUTION:When a vehicle is stopped and a car speed is less than a set value, a clutch disengage judgment part 41 is selected, a DC motor 8 is reversely rotated and a clutch is released. Next, when an accelerator is turned on at D, Ds or R position, a zone I judgment part 47 is selected by a semi-engaged clutch judgment part 42 and the clutch is moved quickly and smoothly first at a large clutch speed S2 changing to a smaller speed accompanying rise of a revolution number Ne by an engaging speed setting part 50, and when S2 becomes below a predetermined value, a zone II and a zone III judgment parts 48 and 49 are selected by turns. A traffic jam detecting part 61 judges to what car speed range width the car speed applies in a car speed distribution calculation part 62 and decreasingly corrects a clutch engaging speed S3 of an engaging speed setting part II 52 with a correction coefficient K corresponding to this. In this way, safe driving at the time of a traffic jam can be realized.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a control device for a vehicle clutch that is installed in the drive system of a vehicle and is controlled to automatically cross the road. Regarding clutch control.

[Conventional technology]

In recent years, dry clutches have been used as automatic clutches for vehicles.

When using wet clutches, electromagnetic clutches, etc., this clutch is automatically controlled electronically during driving conditions such as starting and stopping, and the tendency is to control power transmission in total in the drive system including the engine, clutch, and transmission. It is in. Here, especially in a half-clutch state at the time of starting, the clutch stroke, clutch current, and connection speed are appropriately determined to ensure smooth transition and reliable connection without causing problems such as seizure.

Conventionally, regarding the control of the above-mentioned vehicle clutch, there is a prior art, for example, disclosed in Japanese Patent Application Laid-open No. 146923/1983. Here, it is shown that the clutch engagement speed at the time of starting is determined by a basic value corresponding to the accelerator opening degree and a correction value corresponding to the engine rotation speed and engine torque to optimize the clutch engagement speed at the time of starting. ing.

[Problem to be solved by the invention]

By the way, in the prior art described above, the clutch engagement speed is variably controlled based on factors such as the degree of accelerator pedal depression and engine rotation speed by the driver at the time of starting. It is necessary to adjust the accelerator so that the vehicle starts at a slow speed.

Here, when driving for a short distance at a slow speed and repeatedly stopping and starting, such as when driving in traffic jams, it is difficult to adjust the accelerator and it is very stressful. Therefore, under such driving conditions, it is desirable to appropriately judge whether the vehicle is traveling in traffic jams, slow down the start of the vehicle depending on whether it is normal or normal, and enable rough accelerator operation.

The present invention has been made in view of the above, and an object of the present invention is to provide a vehicle clutch control device that can appropriately judge driving conditions in traffic jams and optimally control a clutch. There is a particular thing.

[Means to solve the problem]

In order to achieve the above object, the vehicle clutch control device of the present invention includes a traffic jam detection section that determines whether the vehicle is traveling in traffic jams based on the running state or the clutch engagement/disconnection state. The clutch engagement speed in at least the half-clutch state is reduced by 1 based on the output signal of the traffic jam detection section.

[For production]

Based on the above configuration, if it is determined that there is a traffic jam based on the driving condition, etc., the clutch engagement speed in the 11-kura/Sochi state at the time of departure is corrected to be reduced during the traffic jam, thereby slowing down the increase in vehicle speed even if the accelerator is roughly applied. This makes it possible to safely start and drive at a slow speed.

〔Example〕

Hereinafter, embodiments of the present invention will be described based on the drawings.

In Figure 2, if we talk about a drive system that combines a dry clutch and a continuously variable transmission, we will see the following: The crank of the engine l? th2 is connected to the flywheel 4 of the dry clutch 3. The dry clutch 3 includes a flywheel 4 and a clutch plate 6 having a guyafram spring 5 arranged in opposition thereto, and an actuator, such as a DC motor 8, connected to the spring 5 via a release lever 7. D.C.
The motor 8 has a built-in brake mechanism to stop and hold the motor at a desired position by stopping the a current, and converts rotation into linear displacement to operate the release lever 7. Here, for example, the flywheel 4 and the clutch plate 6 are mechanically connected by friction force by operating the lever 7 by forward rotation of the DC motor 8, and the connection is released and disconnected by operating the lever 7 by the reverse rotation of the DC motor 8. do. Further, when the DC motor 8 is in the forward or reverse direction, the current supply is controlled by duty, the rotational speed is made variable, and the speed of change of the Kurasochi stroke is changed depending on the duty ratio.

The clutch plate 6 of the dry clutch 3 has a forward and backward movement 9
The primary shaft 11 of the continuously variable transmission 10 is
The primary pulley 12 of this primary shaft H
and the belt 1 on the secondary pulley 14 of the secondary shaft 13.
5 is wrapped. The secondary shaft 13 is connected to a differential device 17 via a reduction gear 1B, and transmission is configured from the differential device 17 to the wheels.

Continuously variable transmission] 0 electronically controls the line pressure of the secondary pulley 14 and the primary pressure of the primary pulley 12 using a solenoid valve, etc. to apply a pulley pressing force according to the transmitted torque, and furthermore, the winding of the belt 15 is controlled. It is configured to automatically change the speed continuously by changing the diameter ratio.

Regarding the control system, the shift position sensor 20 on the select lever side. Engine rotation speed sensor 22° Throttle opening sensor 23. Brima rear rotation speed sensor 24.
It has a secondary boot rotation speed sensor 25. and,
Each of these signals is input to the electronic control unit 27, and a motor control signal from the control unit 27 is output to the DC motor 8 to control the clutch engagement speed of the dry clutch 3.

In addition, each signal for speed change control and line pressure control from the control unit 27 is output to the hydraulic control circuit 28, and the continuously variable transmission IO
It is designed to control the speed change.

The electronic control system will be described in FIG.

First, the continuously variable transmission control system will be described. It has a transmission speed control section 30 and a line pressure control section 31. The gear change speed control unit 30 uses an actual gear ratio calculation unit 32 to detect the brake rotation speed sensor 24 . Primary pulley rotation speed Np from secondary pulley rotation speed sensor 25.

The actual gear ratio 1 is calculated from the secondary pulley rotation speed Ns, and the target gear ratio 1s is calculated by the target primary boolean rotation speed Npd and the secondary boolean rotation speed Ns by the target gear ratio calculation unit 33. Then, the shift speed calculation unit 34 calculates the shift speed old/di from the deviation of the actual gear ratio I and the target gear ratio IS, and outputs a corresponding duty signal to the solenoid valve 35 to calculate the actual gear ratio l. Target gear ratio Is
Follow-up control. The line pressure control unit 31 determines the engine torque T based on the throttle opening θ of the throttle opening sensor 23 and the engine rotation speed No of the engine rotation speed sensor 22, and sets the target line pressure PLD based on this and the actual speed ratio 1. Then, a duty signal corresponding to the target line pressures Pl and D is output to the solenoid valve 36 to control the line pressure according to the transmitted torque.

Next, regarding the clutch control system, the clutch disengagement determination unit 41. Half-clutch determination section 42. Clutch engagement determination section 4
It has 3. The clutch disengagement determination unit 41 determines whether the shift position of the shift position sensor 20 is parking (P) or neutral (
N), the clutch is released when the shift position is Drive (D), Sporty Drive (Ds), or Reverse (R) with the accelerator OFF and the vehicle speed is below a predetermined value to prevent engine stalling. to decide.

The half-clutch determining unit 42 determines that the shift position is up, Ds.

At R, the accelerator is turned on, and furthermore, the clutch disengagement determination section 41 determines whether the clutch is in a half-clutch state if the previous clutch disengagement control was performed. Clutch engagement determination unit 43 determines whether the accelerator is in the clutch engagement region by half-clutch control as described later.
If the vehicle speed is above a predetermined value in the F running state, clutch engagement is determined.

The judgment result of the clutch disengagement judgment section 41 is manually inputted to the motor forward/reverse rotation control section 44, and is transmitted from the motor forward/reverse rotation control section 44 to the drive section 45.
A reverse rotation signal is output to the DC motor 8 via. Further, a signal of a predetermined clutch release speed $1 is manually inputted from the release speed setting section 46 to the drive section 45, and a duty signal corresponding to the clutch release speed 6, 1 is outputted to control the motor rotation speed.

For the half-clutch determination unit 42, the initial connection area ■,
Region 1 determination section 47 divided into three regions: half-clutch control region (■) and fully engaged region (■). Area ■Determination unit 48. Area■
It has a determination section 49. The region 1 determination section 47 is selected first based on the output of the half-clutch determination section 42, and the output of the region summer determination section 47, the engine rotation speed No., and the throttle opening degree θ are manually input to the connection speed setting section 15G. . Here, the clutch engagement speed 2 in region I is set as an increasing function with respect to the throttle opening θ and a decreasing function with respect to the engine speed Ne. The smaller the increase in engine speed Ne due to resistance, the larger white 2 becomes. Further, as the engine speed Ne increases, the clutch engagement speed S2 becomes significantly smaller and smoothly shifts to the region H. Then, the clutch connection speed $2 retrieved from the map of the throttle opening degree θ and the engine speed Nc is used to manually instruct the motor forward/reverse rotation control section 44 to rotate the DC motor 8 in the forward direction, and the drive section 4
5, a duty signal corresponding to the clutch connection speed S2 is output manually.

The area n tJI constant part 48 is selected when the clutch connection speed 2 in the area I has decreased to, for example, a predetermined speed $2, and when the white 2 is smaller than that, the area n tJI constant part 48 is selected, ■Output of determination unit 4B and engine rotation speed No.
and the engine speed change speed 0 calculated by the engine speed change speed calculation unit 51 are connected to the speed setting unit ■5
Manpower to 2. Here, the clutch connection speed in area ■ is $3
is set as an increasing function with respect to the engine speed change rate ~0, and if the engine speed change rate ~0 decreases due to changes in clutch facing slippage or the clutch connection speed is too large, the clutch connection speed within the clutch connection speed decreases. 3 to encourage an increase in engine speed. In addition, the clutch engagement speed S3 is also set as an increasing function with respect to the engine rotation speed N (3), so that it smoothly transitions to the area (■). Clutch connection speed $3 searched on the map
However, similarly to the above, the motor 1 "reverse rotation control section 44 and drive section 4
5. Give instructions manually.

The region (2) determining unit 49 detects NamNph (NamNph) in the clutch me 1 detecting unit 54, performs JIR when the clutch is fully connected, and outputs normal rotation of the motor and a predetermined connecting speed $4 in the connecting speed setting unit lIr53. Further, the clutch engagement determination section 43 is selected after the output of the connection speed setting section I [153 has elapsed for a predetermined period of time, and the clutch engagement determination section 43
The DC motor 8 is stopped and held at the minimum clutch stroke.

On the other hand, to discuss countermeasures against tight driving, the vehicle includes a traffic jam detection section 61 to which the vehicle speed V from the vehicle speed detection section 60 based on the secondary boot rotation speed Ns is input. This traffic jam detection section 61
The heavy speed distribution calculation unit 62 determines which vehicle speed zone (JjF width ΔV) in FIG. A counter corresponding to V is counted up to determine a vehicle speed distribution according to the degree of opening of the vehicle speed V. Then, the traffic congestion determination unit 63 determines the vehicle speed range (vehicle speed change width) ΔV l/2 which has a frequency that is more than half of the opening degree of the vehicle speed Vc (representative value of the vehicle speed range in which the most frequently occurring vehicle is fast) in the vehicle speed distribution. Find the third
Referring to the map in Figure (b), cut the traffic jam f4 from Vc and ΔVl/2. That is, if the maximum value of the most frequently occurring vehicle speed Vc is, for example, 10 km/h, the vehicle speed change width ΔV1/
The maximum value of 2 is, for example, 5 km/h, and it is determined that there is a traffic jam within the shaded area in the figure.

The two-leg traffic jam signal is manually input to the correction control unit 64, a predetermined correction coefficient k (k<1) is determined, and this correction coefficient k is input to the connection speed setting unit [52]. The speed $3 is corrected to decrease by 53xk.

Next, the operation of the control device having such a configuration will be described by referring to the flowchart of FIG. 4 and the time chart of FIG. 5.

First, shift position to N, P, or Ds when stopped.
, R, the clutch disengagement determination section 41 is selected if the accelerator is off and the vehicle speed is below the set value. Therefore, the DC motor 8 is driven in the reverse direction at a predetermined speed by the motor forward/reverse control section 44 and the release speed setting section 46, whereby the stroke of the dry clutch 3 reaches its maximum and returns to the connection starting position to maintain the clutch release state 4g. ing.

Next, after the clutch disengagement control described above, Ds.

When the accelerator is turned on in the R shift position, the half-clutch determining section 42 first selects the region 1 determining section 47, and the connecting speed setting section 150 sets the clutch engagement speed $2 based on a map of the throttle opening θ and engine speed No. be done.

Here, since the engine speed Ne suddenly increases from a low state as shown in Fig. 5 (C), the clutch engagement speed 2 is initially a large value, but as the engine speed Ne increases, it suddenly increases. It changes to a small value, and this causes the
), the dry clutch 3 moves quickly and smoothly in the connecting direction (clutch stroke decreasing direction).

On the other hand, when the throttle opening degree θ is large, the clutch engagement speed S2 is set to be large overall, and therefore, although the rise in engine speed No. is large, the stroke change of the dry clutch 3 is correspondingly fast. .

and 32≦9. . , the area ■ setting section 48 is selected and moves to the high latch i control area, and the connection speed setting section l is selected.
In l52, 3 within the clutch connection speed is the engine rotation speed No.
It is set again based on the map of the engine rotational speed change rate f4a. In this region (■), power transmission begins with the start of clutch engagement, and as shown in Fig. 5 (C), the clutch output side brake rotation speed Np starts to increase.
The increase in engine speed No becomes gradual. Therefore, the clutch engagement speed $3 becomes a small value corresponding to this engine speed change speed e, and the stroke of the dry clutch 3 gradually decreases as shown in FIG. Connect. Furthermore, if f-Je≦0 due to various factors such as a change in slippage of the clutch facing, Q3''qO is reached, prompting an increase in the engine speed No.

In this way, even if the throttle opening θ is different, the
At this time, the No-Np complete connection (meet point) is reached, and at this time, the area ■ determination unit 49 is selected, and the connection speed setting unit l1
153, the stroke of the dry clutch 3 is further reduced to complete engagement. At this time, when a predetermined period of time has elapsed, the above-mentioned starting control is cleared, the clutch engagement determination section 43 is selected, the DC motor 8 is stopped, and the dry clutch 3 is maintained in the engaged state.

Next, after the clutch is connected as described above, the engine power is directly input to the continuously variable transmission lO, and the power continuously variable by the speed change control section 30 and line control section 31 is output to drive the vehicle. .

On the other hand, the traffic jam detection unit 61
The vehicle speed distribution calculation unit B2 is manually operated, and the flowchart shown in FIG. 4 is executed. That is, when the count of the counter C for continuing the predetermined time for detecting the vehicle speed distribution state is less than or equal to the set value 01, it is calculated to which vehicle speed band width ΔV the detected vehicle speed V roughly corresponds, and A counter C correspondingly set in the memory is incremented to calculate the vehicle speed distribution. Then, after a predetermined period of time has elapsed and the count of the counter C reaches the set MLC+, the traffic jam determination unit 63 determines the vehicle speed Vc with the highest opening degree and the vehicle speed change range ΔV 1 described above.
/2 is calculated and compared with the traffic jam condition in Figure 3(b),
Congestion is determined. If it is determined that there is a traffic jam, the correction coefficient k is manually applied to the connection speed setting section 152 to correct the clutch connection speed in the area ■ by Q3Xk. The connection speed decreases as shown by the broken line in FIG. 5(b). Therefore,
Even if the accelerator is applied roughly, the complete engagement of the dry clutch 3 at the time of starting is delayed, and the power transmission is relatively greatly reduced due to slip, thereby preventing a sudden start due to a sudden increase in vehicle speed. Then, when you get out of the traffic jam, it will no longer be recognized as a traffic jam and will return to normal.

Another embodiment of traffic congestion detection will be described in FIG.

The device shown in FIG. 6(a) has an average vehicle speed calculation unit 65 in the traffic jam detection unit 6I, and has an average vehicle speed V(
For example, V-ΣV/n) is determined, and the determination unit 61 determines that there is a traffic jam if the average vehicle speed V is less than or equal to the set value v1. In the case shown in FIG. 6(b), the clutch engagement time Tc and the clutch disengagement time To are determined by the clutch engagement time detection section 6B and the clutch disengagement time detection section 67, and the determination section 63 determines the ratio α(
Tc/To) or the difference β(Tc-To) is the set value α1
Alternatively, if it is smaller than βI, it is similarly determined that there is a traffic jam.

In the case shown in FIG. 6(C), the number of clutch crossings β within a predetermined time IL'l is determined by a clutch crossing number detection unit B9, and the determining unit 63 determines that the number of clutch crossings β is a set value β1.
In the above cases, it is determined that there is a traffic jam.

Note that the magnitude of the correction coefficient during traffic congestion may change depending on the vehicle speed, etc., and seizure can be prevented by correcting it according to the clutch temperature.

Further, although only a dry clutch has been described in the embodiment, the present invention is not limited thereto, and is also applicable to automatic clutches such as electromagnetic clutches and wet clutches.

〔Effect of the invention〕

As described above, according to the present invention, in the control of the vehicle clutch, the presence or absence of traffic congestion is determined and the clutch connection speed for start control is individually reduced when driving in traffic congestion, so even if the accelerator is only applied roughly. It slows down the increase in vehicle speed and allows safe running at slow speeds.

Furthermore, when determining traffic congestion based on the state of vehicle speed distribution,
The presence or absence of traffic congestion can be detected with high accuracy.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing an embodiment of the vehicle clutch control device of the present invention, FIG. 2 is an overall configuration diagram, and FIGS. 3(a) and (b) are diagrams showing maps for detecting traffic jams.
FIG. 4 is a flowchart showing the operation during traffic jams, FIG. 5 is a time chart of the same, and FIGS. 6(a) to c) are diagrams showing other embodiments of traffic congestion detection. 3... Dry clutch, 27... Control unit, 42
...Half-clutch judgment section, 52...Connection speed setting section■
, 61... Traffic jam detection section, 64... Correction control section

Claims (5)

[Claims] (1) A vehicle clutch control device includes a traffic jam detection unit that determines whether the vehicle is running in a traffic jam based on the running state or the clutch engagement/disconnection state, and during traffic congestion, the output signal of the traffic congestion detection unit allows the clutch to be engaged in at least a half-clutch state. A control device for a vehicle clutch, characterized in that it corrects a speed decrease. (2) The control device for a vehicle clutch according to claim 1, wherein the traffic jam detection unit determines a vehicle speed distribution within a predetermined time and determines traffic congestion based on the state of the vehicle speed distribution. (3) The control device for a vehicle clutch according to claim (1), wherein the traffic jam detection section determines that there is a traffic jam when the average vehicle speed is less than or equal to a set value. (4) The vehicle clutch control device according to claim 1, wherein the traffic jam detection section measures a clutch engagement time and a clutch disengagement time, and determines traffic congestion based on both times. (5) The vehicle clutch control device according to claim (1), wherein the traffic jam detection section determines traffic congestion based on the number of times the clutch is engaged.