JPH0354322A - Clutch control device for mechanical supercharger - Google Patents

Abstract

PURPOSE:To improve acceleration performance while suppressing generation of a shock at the time of steady running by controlling the connection degree of a clutch in a manner,wherein the lower is a speed change shift the stronger the connection degree is controlled, in a half-clutch condition at the time of transfer of a supercharger from its inoperative region to operative region. CONSTITUTION:In an engine 2, a mechanical supercharger 5, driven by an engine output shaft through an electromagnetic clutch 11, is provided in an intake passage 3 and actuated in a predetermined operative region. Here the electromagnetic clutch 11 is controlled to a half-clutch condition by a controller 12 at the time of transfer of the supercharger 5 from its inoperative to operative region. While the lower is a speed change shift in an automatic transmission 15 the stronger a connection degree of the electromagnetic clutch 11 is controlled in the half-clutch condition. ln this way, deterioration of a running feeling is prevented by effectively reducing a shock, when the electromagnetic clutch 11 is connected, at the time of steady running in a high speed change shift. While in a low speed change shift, good acceleration performance is obtained with a supercharge effect by the supercharger 5 promptly appearing.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a supercharger in a power plant equipped with a mechanical supercharger driven by an engine output shaft via a clutch in an engine intake system. This invention relates to a clutch control device.

(Prior Art) In recent years, engines used in vehicle power plants are often equipped with a supercharger in the intake system in order to increase intake air filling efficiency and improve output performance. As this supercharger, an exhaust turbo supercharger driven by the energy of exhaust gas and a mechanical supercharger driven by an engine output shaft are generally used.

Among these, when using a mechanical supercharger, a crank is inserted in the drive system from the engine output shaft to the supercharger.
By controlling the clutch to connect and disconnect depending on the engine load, the turbocharger is activated to increase the amount of intake air in high-load areas where high output is required, and the turbocharger is stopped in low-load areas. This is designed to reduce driving loss. In a low load region where this supercharger is stopped, a valve installed in a bypass passage that bypasses the supercharger is opened, and the valve is opened to supply the required amount of intake air to the engine by the intake action from the cylinder side. be done.

By the way, when the activation and deactivation of the supercharger is controlled by connecting and disconnecting the clutch according to the operating range of the engine as described above, when the transition from a low load range to a high load range occurs, the clutch When connected, the turbocharger will rapidly increase its rotation from a stopped state to a rotation speed proportional to the engine rotation speed (for example, 1.5 times the engine rotation speed), so a large load will suddenly be applied to the engine output shaft. This causes a temporary drop in engine output and a shock. For this kind of problem, for example,
According to the publication, a system is disclosed in which the clasp is intermittently connected when the supercharger transitions from a non-operating area to an fP operating area. This allows the turbocharger to increase its rotation in stages from a stopped state to a rotation speed proportional to the engine rotation speed, which reduces shock when the turbocharger starts operating. can be expected.

(Problem to be Solved by the Invention) However, even in the method disclosed in the above publication, a large load is suddenly applied to the engine output shaft when the clutch is engaged, especially during the first engagement of intermittent engagement. Therefore, the occurrence of shock cannot be avoided, and especially if this shock occurs during steady driving conditions, it will be felt as a relatively large shock and will worsen the driving feeling. It is conceivable to engage the clutch with a small engagement force.However, if this is done, sufficient acceleration performance will not be obtained during start-up acceleration and the like.

As described above, the present invention controls the activation and deactivation of a supercharger by connecting and disconnecting a clutch depending on the operating state of the engine, and the present invention provides a system for controlling activation and deactivation of a supercharger by connecting and disconnecting a clutch according to the operating state of the engine. When the clutch is engaged during the transition, the clutch goes through a half-crunch state that is appropriately controlled depending on the gear position of the transmission, thereby suppressing the occurrence of shock during steady driving and improving acceleration performance. The challenge is to improve.

(Means for Solving the Problems) In order to solve the above problems, the present invention uses the following means.

First, the invention according to claim 1 of the present application (hereinafter referred to as {invention) is that the intake system is equipped with a mechanical supercharger driven by the engine output shaft via a clutch, and the supercharger is operated in a predetermined manner. Make it work in the area! In a power plant having an engine and a transmission that shifts the output of the engine to a plurality of stages, a gear position detection means for detecting a gear position of the transmission, and a non-operating head area of a supercharger in the engine. Clutch II1 control means for setting the clutch in a half-clutch state at the time of transition from to an operating range, and increasing the degree of engagement of the clutch in the half-clutch state as the gear shift level detected by the detection means is lower. It is characterized by: Further, the invention according to claim 2 of the present application (hereinafter referred to as the second invention) is provided with a mechanical supercharger driven by the engine output shaft via a clutch in the intake system, and the supercharger is operated in a predetermined manner. A power plant having an engine that is operated in a range, and a transmission that shifts the output of the engine to a plurality of stages, a gear position detection means for detecting a gear position of the transmission, and a supercharger in the engine. Clutch control means for setting the clutch in a half-clutch state at the time of transition from a non-operating region to an operating region, and shortening the duration of the half-clutch state as the gear position detected by the detecting means is lower. It is characterized by the following: Furthermore, the invention according to claim 3 of the present application (hereinafter referred to as the third invention) includes a mechanical supercharger that is driven by the engine output shaft via a clutch in the intake system, and the supercharger is operated in a predetermined manner. A power plant having an engine that is operated in a range, and a transmission that shifts the output of the engine to a plurality of stages, a gear position detection means for detecting a gear position of the transmission, and a supercharger in the engine. At the time of transition from the non-operating region to the operating region, the clutch is brought into a half-clutch state, and the lower the gear position detected by the detection means, the stronger the degree of engagement of the clutch in the half-clutch state, and the duration thereof. It is characterized by comprising a clutch control means for shortening the clutch length. (Function) According to the above structure, in any of the first to third inventions, when the clutch is connected at the time of transition from the non-operating area to the operating area of the supercharger in the engine, the clutch is connected. Since the clutch is connected through a half-crunch state, the rotational speed of the supercharger increases relatively gradually from a stopped state to a predetermined rotational speed proportional to the engine speed, and the clutch or The load acting on the engine output shaft is reduced, thereby reducing the shock when the clutch is engaged when the vehicle is in a steady running state at a high gear.

In particular, in the first invention, the engagement of the clutch is controlled so that the lower the gear position of the transmission is, the stronger the degree of engagement is, so when the lower gear position is used, the clutch is in a half-clutch state. The amount of transmitted torque increases, and as a result, the supercharging effect of the supercharger appears quickly, resulting in good acceleration performance. Further, in the second invention, the clutch connection is controlled so that the duration of the half-clutch state becomes shorter as the gear position of the transmission is lower, so that when the lower gear position is used, the clutch clutch is released earlier. In this case, the supercharging effect appears quickly and good acceleration performance is obtained.

In particular, in the third invention, when the clutch is engaged, the lower the gear position is, the stronger the engagement degree of the clutch in the half-clutch state is, and the control is performed to shorten the duration thereof, so that the lower gear position is used. In this case, the effects of the second and third inventions are combined to provide even better acceleration performance.

(Example) Hereinafter, an example of the present invention will be described based on the drawings. In addition,
This embodiment is common to the first to third inventions. First, the intake system of the engine 2 constituting the power plant 1 according to the present embodiment will be explained with reference to FIG. Cooler 6,
An air flow meter 7 and a throttle valve 8 are respectively provided. Further, this intake passage 3 is provided with a bypass passage 9 that bypasses the supercharger 5 and intercooler 6, and a bypass valve 10 is provided in the bypass passage 9.
is provided.

The supercharging fi5 is a Roots blower type mechanical supercharger, which is driven by an output shaft (not shown) of the engine 2 via an electromagnetic clutch 1l, and receives intake air introduced into the intake passage 3 from the air cleaner 4. is pressurized and fed to the combustion chamber of the engine 2 via the intercooler 6, air flow meter 7, and throttle valve 8. Further, the bypass valve 10 is fully open when the supercharger 5 is not in operation, and supplies intake air to the combustion chamber via the bypass iII11B9 by the intake action from the cylinder side of the engine 2, and the supercharger 815 During operation, the opening degree is adjusted and the amount of intake air supplied to the engine 2 through the bypass passage 9 is adjusted, thereby controlling the boost pressure to an optimum value.

Furthermore, this intake system is equipped with a controller 12 that controls the operation of the throttle valve 8, bypass valve 10, and electromagnetic clutch J. A signal a and a signal b from an accelerator opening sensor l4 that detects the accelerator opening (accelerator pedal depression amount) are input. Here, this controller 12 is a hydraulic control unit provided in an automatic transmission 15 that controls the power branch 1-1 together with the engine 2. 8. Shift signal C and lock-up signal d to 19 and lock-up solenoid valve 2o
are used to perform shift control and lock-up control of the automatic transmission 15, and in addition to the above-mentioned input signals a and b, the vehicle speed of the vehicle is also controlled for Mm. The signal e from the vehicle speed sensor 21 to be detected is input. Then, the controller 12 controls the connection and disconnection of the electromagnetic clutch 11 according to the accelerator opening detected by the sensor and the gear position of the automatic transmission 15, and when connected, the controller 12 controls the gear position of the automatic transmission l5. Accordingly, half-clutch control of the clutch 11 is performed, and in the connection region of the clutch 11 (operating region of the supercharger 5), the opening degree of the bypass valve 1o is also adjusted according to the gear position and the accelerator opening degree. The supercharging pressure is controlled by shifting the electromagnetic clutch 1.
1 and the actuator 22 of the bypass valve 1o, a clutch $I control signal f and a bypass control signal g are output, respectively. In addition, in this practical example 1, a throttle control signal h is output to the actuator 23 of the throttle valve 8 to control the opening and closing of the throttle valve 8 in accordance with the accelerator opening and the like. Next, the specific operation of the control by the controller 12 will be described with reference to FIG. 2 and the subsequent drawings.

First, FIG. 2 is a flowchart showing a main routine of control, and the controller 12 performs shift I/up control, downshift control, and lockup $ of the automatic transmission 15 according to steps Sl to Sg of this flowchart.
1 control, and in step S4 as supercharger control,
Performs the clutch control and boost pressure control described above. Here, the above-mentioned shift up control and shift down control operate the shift solenoid valves 17, 18 of the hydraulic control unit 16 in accordance with the accelerator 131 degrees and the Iz speed detected by the sensors 14, 21 shown in FIG. ．．
By outputting the speed change signal C to 19, the automatic speed change vl
15 gears are set to the optimum gears depending on the driving condition, and lock-up control is also performed by setting the lock-up solenoid valve 2 according to the accelerator opening degree and vehicle speed.
By outputting the lockup signal d at 0, the torque converter provided in the automatic transmission 15 is locked up or released from lockup depending on the operating state. Further, the controller 12 executes an interrupt routine shown in the flowchart of FIG. 3 at a predetermined cycle in parallel with the main routine.

That is, the controller 12 first receives the signals a, b from each sensor 13, 14, 21 shown in FIG.
.
A shift signal C and a lockup signal d are outputted to signals 8, 19, and 20, respectively. Further, in step SI4, the controller 12 adds 1 to the count value of a half-clutch timer used in clutch control, which will be described later, and then in step SI4,
5, a clutch control signal f and a bypass control signal g are output as supercharger control signals to the electromagnetic clutch 11 and the actuator 22 of the bypass valve 10, respectively. On the other hand, the supercharger control in step S4 in the main routine of FIG. 2 is specifically performed according to the subroutine shown in the flowchart of FIG. That is, the controller 12 first performs steps S2, ~S
23, the gear position of the automatic transmission 15 is determined, and then, in steps 324 to S27, it is determined whether the accelerator opening degree A is larger than a predetermined opening degree set for each gear position. and,
When the accelerator opening A is 70% or less in 1st gear, 60% or less in 2nd gear, 40% or less in 3rd gear, and 30% or less in 4th gear, the processing operations from step 828 onwards are performed. Return without executing. This results in
As shown in FIG. 5, in each gear stage, in a low load region where the accelerator opening is below each predetermined opening, the electromagnetic clutch l
1 is held in the OFF state, and the supercharger 5 is not driven. Further, in this low load region, the bypass valve 10 is kept fully open, and intake air is supplied to the engine 2 through the bypass passage n9 due to the suction action from the cylinder side. On the other hand, when the accelerator opening degree A is larger than the above-mentioned predetermined opening degrees in each gear stage of the automatic transmission l5, that is, in a high load region where the load of the engine 2 is larger than the predetermined load set for each gear stage. , the controller 12 executes the processing operations from step 828 onwards, and first performs step 32.
Electromagnetic clutch 1 from the applied voltage map preset in step 8.
Read the applied voltage ■ for 1, then step S
At step 29, the duration of the half-clutch state (half-clutch time) Ts when the clutch is engaged is read from the half-clutch time map. In that case, as shown in FIG. 6, in the applied voltage map, the lower the gear position is, the more the applied voltage (2) increases for each gear position in a range smaller than the complete engagement voltage Vc at which the electromagnetic clutch 11 is completely engaged. It is set to increase in stages. Therefore, the controller 12 sets the predetermined 1st gear half-clutch voltage V2 when the gear stage is determined to be the 1st gear in steps S21 to S23, and sets the 2nd gear half clutch voltage V2 to the 3rd gear when the gear is determined to be the 2nd gear. When the determination is made, the 3rd speed half clutch voltage 3 is read as the applied voltage V of the electromagnetic clutch 11, and when the 4th speed is determined, the 4th speed half clutch voltage V4 is read as the voltage V applied to the electromagnetic clutch 11. Further, as shown in FIG. 7, the half-clutch time map is set such that the lower the gear, the shorter the half-clutch time Ts becomes stepwise for each gear. Therefore, when the controller 12 determines that the gear stage is the 1st gear in steps S21 to S23, the 1st gear half-clutch time T
1 is determined to be 2nd gear, the 2nd gear half clutch time T
2 is determined to be 3rd gear, the 3rd gear half clutch time T
3 is determined to be the 4th gear, the 4th gear half clutch time T
4 will be read as the half-clutch time 'Fs.

Next, in step S30, the controller 12
It is determined whether the lower count value of the half-clutch timer counted in step Sl4 of the interrupt routine shown in the figure exceeds the half-clutch time TS read from the above map. In that case, the controller 12 starts counting the half-clutch timer from the time it is determined in any of steps 824 to S27 that the accelerator opening degree A has become larger than the predetermined opening degree, and the lower count value is the half-clutch timer. When the clutch time Ts has been exceeded, step S31 is executed to change the voltage V applied to the electromagnetic clutch 11 to the clutch 1.
Set the complete tightening voltage ■c at which 1 is completely tightened. Then, the controller 12 applies the applied voltage ■ read from the map in step 328 or the fully engaged voltage Vc''C set in step S31 to the electromagnetic clutch 11 in step SI5 of the interrupt routine so that the electromagnetic clutch 11 is engaged. A clutch control signal f is output.

As a result, when the accelerator opening degree A becomes larger than the predetermined opening degree set for each gear stage, the electromagnetic clutch l1 applies an applied voltage . When the clutch is engaged, the clutch is engaged in a half-clutch state, and when the second half-clutch time 'rs has elapsed, it is completely engaged, resulting in a half-clutch state when the clutch is engaged. Therefore, when the electromagnetic clutch 11 is connected when the supercharger 5 shifts from the non-operating area to the operating area, a large load is prevented from acting suddenly on the engine output shaft, and shock is reduced. become.

In particular, the applied voltage V for setting the half-clutch state is increased stepwise for each gear as the gear becomes lower, and the half-clutch time Ts is made stepwise shorter for each gear as the gear becomes lower. As shown in FIG. 8.9, the lower the gear position of the electromagnetic clutch 11, the stronger the degree of engagement in the half-clutch state and the shorter the duration thereof. As a result, when a low gear is being used (for example, in 1st gear), the amount of torque transmitted in the half-clutch state of the electromagnetic clutch 11 is ensured, and
Since the clutch 11 is brought into a fully engaged state quickly, the supercharging effect of the supercharger 5 appears quickly, resulting in excellent acceleration performance.

On the other hand, when a high gear is used (for example, 4th gear)
, the clutch 11 remains in the half-clutch state for a long time, and
Since the degree of engagement of the clutch 11 is weak, even if the clutch 11 is engaged in a steady running state, almost no shock occurs, and the driving feeling of the vehicle is not impaired.

Note that in the operating region of the supercharger 5, the controller 1
2 performs supercharging pressure control following the clutch control described above. That is, in step S32 of the flowchart of FIG. 4, the accelerator opening degree and automatic transmission 15 are determined from the map shown in FIG.
The target supercharging pressure corresponding to the gear position is read, and then in step S33, the gain corresponding to the accelerator depression speed is read from the map shown in FIG. 11, and this gain is integrated to calculate the target supercharging pressure. to correct. moreover,
In step S34, the opening degree of the bypass valve 10 at which this corrected target boost pressure is obtained is read from the map shown in FIG. 12. Then, by outputting the bypass control signal g in the interrupt routine shown in Fig. 3 to obtain this opening degree,
When the supercharger 5 is in operation, the supercharging pressure of intake air supplied to the engine 2 is controlled to an optimal value according to the operating state.

In this embodiment, the lower the gear position, the stronger the clutch engagement in the half-clutch state and the shorter the duration of the clutch engagement. It is sufficient to simply increase the degree of engagement, and similarly, the lower the gear position, the shorter the duration of the half-clutch state. (Effects of the Invention) As described above, according to the present invention, there is provided an engine equipped with a mechanical supercharger driven by an engine output shaft via a clutch, and a transmission that changes the output of the engine into multiple stages. According to the first invention, the clutch is caused to go through a half-clutch state when the supercharger shifts from a non-operating region to an operating region; According to the second invention, the lower the gear position is, the shorter the duration of the half-clutch state is, and according to the third invention, the lower the gear position is, the stronger the clutch engagement degree in the half-clutch state is. Since the clutch is strengthened and its duration is shortened, the shock when the clutch is engaged during steady driving at a high gear is effectively reduced, thereby preventing deterioration of the driving feeling of the vehicle. At the same time, the supercharging effect from the supercharger appears quickly in low gears, resulting in good acceleration performance.

[Brief explanation of drawings]

The drawings show an embodiment of the present invention, and FIG. 1 is a system diagram showing the engine intake system and transmission control system, FIG. 2 is a flowchart showing the main routine for controlling the system, and FIG. is a flowchart showing the interrupt routine, FIG. 4 is a flowchart showing the supercharger control subroutine, FIGS. 5 to 7 are explanatory diagrams of the maps used in this supercharger control, and FIGS. Graphs showing changes in the degree of engagement and changes in the rotational speed of the supercharger when the clutch is connected due to control, respectively, and FIGS. 10 to 12 are explanatory diagrams of maps used in supercharging pressure control. 1... Power plant, 2... Engine, 5...
Supercharger, 11... Clutch, 12... Clutch control means, gear stage detection means (controller), 15... Automatic transmission. Suspension 2 Figure 3 Figure 5 Figure 7 Figure 10 2 Figure

Claims (3)

[Claims] (1) An engine whose intake system is equipped with a mechanical supercharger driven by the engine output shaft via a clutch, and where the supercharger is operated in a predetermined operating range, and the output of the engine is controlled in multiple stages. In a power plant, the power plant includes a gear position detecting means for detecting a gear position of the transmission, and a gear position detecting means for detecting a gear position of the transmission, and a gear position detecting means for detecting a gear position of the transmission; clutch control means for controlling the degree of engagement of the clutch in the half-clutch state as the gear position detected by the detection means is lower. Device. (2) An engine equipped with a mechanical supercharger driven by the engine output shaft via a clutch in the intake system, and in which the supercharger is operated in a predetermined operating range, and the output of the engine is controlled in multiple stages. In a power plant, the power plant includes a gear position detecting means for detecting a gear position of the transmission, and a gear position detecting means for detecting a gear position of the transmission, and a gear position detecting means for detecting a gear position of the transmission; Clutch control device for a mechanical supercharger, comprising: a clutch control device that shortens the duration of the half-clutch state as the gear position detected by the detection device is lower. (3) An engine equipped with a mechanical supercharger driven by the engine output shaft via a clutch in the intake system, and in which the supercharger is operated in a predetermined operating range, and the output of the engine is controlled in multiple stages. In a power plant, the power plant includes a gear position detecting means for detecting a gear position of the transmission, and a gear position detecting means for detecting a gear position of the transmission, and a gear position detecting means for detecting a gear position of the transmission; and clutch control means for increasing the degree of engagement of the clutch in the half-clutch state and shortening its duration as the gear position detected by the detection means is lower. Feeder clutch control device.