JPS60256632A - Electromagnetic clutch control device for vehicle - Google Patents

Abstract

PURPOSE:To reduce power consumption of an electromagnetic clutch by controlling electromagnetic clutch transfer torque in correspondence to engine shaft torque when the vehicle speed is above a predetermined value and the electromagnetic clutch is directly connected to be driven. CONSTITUTION:When engine speed is increased from a0 to a1, the engine shaft torque is increased from TE0 to TE3 and, at the same time, the electromagnetic clutch transfer torque is increased from TC0 to TC3. In order to prevent slipping of the electromagnetic clutch the transfer torque TC is set to a value corresponding to or above the engine shaft torque TE, and during acceleration of the vehicle, travel speed of the throttle valve in the carburetor is detected, and the detected value is added to an exciting signal C by an adder circuit 16 so as to compensate the response delay of the electromagnetic clutch, and as the result, necessary electromagnetic clutch transfer torque TC can be obtained during steady running and accleration of the vehicle, causing prevention of transfer loss due to slipping of the electromagnetic clutch.

Description

[Detailed Description of the Invention] [Technical Field of the Invention] The present invention provides an electromagnetic clutch control for a vehicle that uses a magnetic particle type electromagnetic clutch as a vehicle clutch and automates the clutch operation by the clutch pedal during gear shifting operation and when starting the vehicle. It is related to the device.

[Prior art]

Conventionally, this type of apparatus has been constructed as shown in FIG. That is, 1 is an excitation coil 4 of a magnetic particle type electromagnetic clutch inserted between an engine and a transmission of an automobile, and a battery voltage vb is applied thereto.

2 is a switching element composed of a transistor connected in series to the excitation coil 1 to form its power supply circuit; 3.4 is a commutation circuit that releases the electromagnetic energy of the excitation coil 1 at a predetermined time constant when the switching element 2 is turned off; These are the constituent diodes and protective resistors. Reference numeral 5 denotes an ignition coil of the engine, and the power supply current thereof is interrupted by an ignition interrupter 6 that opens in synchronization with the ignition timing of the engine. 7
a is a differentiation circuit that differentiates the opening/closing output of the interrupter 6 and generates a signal with a frequency proportional to the engine speed. 8 is a monostable circuit that outputs a fixed-time pulse triggered by the output signal of the differentiation circuit 7a. The duty ratio of the pulse becomes a value proportional to the engine speed as the rotation period changes. 9a is a 3-4 speed switch that outputs a high level signal when the gear position of the transmission is in 3rd or 4th speed to vary the pulse width of the monostable circuit 8; 9b is a switch that is linked to the accelerator pedal and is depressed to a predetermined level; 9c is a vehicle speed switch that outputs a high level signal when the vehicle speed reaches a set value such as 20 KMv/h, and 9d is provided on the shift lever of the transmission. Shift switches 10a, 10bt'i and gates, and lla, which output low level signals during the shift operation, are OR gates.

Next, the operation of the above conventional device will be explained.

When the engine rotates, the monostable circuit 8 is triggered by the output of the interrupter 6 via the differentiating circuit 7a, and outputs a constant time pulse having a frequency proportional to the engine rotation.

Here, when the shift lever is operated to the 1st speed position of the transmission when starting the car, the output signal of the speed change switch 9d becomes low level, the antagonal gate 10b is closed, and the excitation coil 1 becomes a non-excited state, causing the magnetic Since the transmission torque of the particle type electromagnetic clutch is proportional to the excitation current, engine shaft torque is not transmitted to the transmission. When the gear shift operation is completed and the output signal of the gear change switch 9d goes to high level, the AND gate 10b is opened, and when the accelerator pedal is then depressed and the output signal of the accelerator switch 9b goes to the high level, the AND gate 10a is opened. Switching of the switching element 2 is controlled by the output signal of the monostable circuit 8. In this case, when the engine speed increases in proportion to the amount of accelerator depression, the closing rate of the switching element 2 increases in proportion to this, and the transmission torque of the electromagnetic clutch increases in proportion to the engine speed. The car starts smoothly. Note that when the shift lever is placed in the third or fourth gear position and the vehicle is started, heat loss in the electromagnetic clutch increases. To prevent this, the output of the 3-4 speed switch 9a
'c The monostable time of the monostable circuit 8 is increased by a certain high level signal, and the excitation coil I with respect to the engine speed is
C, j, that is, the rise of the transmitted torque is made steep, making it difficult to start in the 3rd or 4th gear position. Furthermore, when the vehicle speed exceeds the set value, the output signal of the vehicle speed switch 9C becomes high level and the output of the vehicle speed switch 11a is held at a high level regardless of the engine speed and the state of the accelerator switch 9b. The element 2 remains on and the excitation coil 1 is fully excited. This allows engine braking to be applied even when the accelerator pedal is released when the vehicle is decelerating.

The conventional electromagnetic clutch control device for vehicles is configured as described above, and when the vehicle speed exceeds a set value, the excitation filter 1 becomes fully excited regardless of the engine shaft torque, so the electromagnetic clutch becomes unnecessarily active. There were drawbacks such as consuming electricity and increasing the amount of heat generated, and increasing the burden on the driver, requiring a battery with a large capacity to be installed.

[Summary of the invention]

The present invention has been made in order to eliminate the above-mentioned drawbacks of the conventional technology, and when the vehicle speed exceeds a set value, the engine shaft torque is detected electrically, and the electromagnetic clutch is activated in accordance with this engine shaft torque. An object of the present invention is to provide an electromagnetic clutch control device for a vehicle that can eliminate transmission loss by preventing slippage and preventing the electromagnetic clutch from consuming more power than necessary by controlling the transmission torque of the invention. Embodiments] Hereinafter, embodiments of the present invention will be described with reference to the drawings.

In FIG. 2, reference numeral 13 denotes an F which inputs a constant time pulse of a frequency proportional to the engine speed sent from the monostable circuit 8 and converts it into a voltage signal a proportional to the engine speed.
V conversion circuit; 14 is a carburetor throttle valve opening sensor that outputs a voltage signal proportional to the engine's carburetor throttle valve opening; 1
5 is a differential amplifier that subtracts the carburetor throttle valve opening signal S from the engine speed signal a, and 7b detects the vehicle's carburetor throttle valve opening speed and compensates for the response delay of the electromagnetic clutch. A differentiation circuit, 16 is an addition circuit that adds the output of the differential amplifier 15 and the output of the differentiation circuit 7b and sends out an excitation signal C for the electromagnetic clutch, 17 is an inverter, 18a and 18b are transmino 7 Yon gates, and a vehicle speed switch 9c. When the output signal of the vehicle speed switch 9c is at a low level, the transmission gate 18a is turned on and the transmission gate 18b is turned off, and when the output signal of the vehicle speed switch 9c is at a high level, the transmission gates 18a and 18b are turned off and turned off, respectively. It turns on and functions as an analog switch. 19 is a triangular wave generation circuit that outputs a triangular wave signal d, and 20 is a triangular wave signal d.
and the engine rotational speed signal a from the transmission gate 18a or the excitation signal C from the transmission gate 18b, and the engine rotational speed signal a or the excitation signal C becomes higher than the triangular wave signal d. A comparator b 10c that outputs a duty control pulse e that becomes high level opens the gate when the output signal of the 3-4 speed switch 9a is at a high level, and outputs a high level signal when the output signal of the vehicle speed switch 9c is at a low level. outputs and changes the pulse width of the monostable circuit 8.), llb is an OR gate % that takes the OR of each output signal of the accelerator switch 9b and vehicle speed switch 9c, 10d is the output signal of 11b and duty control. The AND gate h 10e which performs the AND operation of the pulse e is an AND gate which performs the AND operation of the speed change switch 9d and the AND gate 10d to control the switching of the switching element 2.

In the above configuration, when the engine rotates, the monostable circuit 8 is triggered by the output of the interrupter 6 via the differentiating circuit 7a to generate a constant time pulse with a frequency proportional to the engine speed, which is converted into FV. The signal is input to a circuit 13 and converted into an engine speed signal aK having a voltage level proportional to the engine speed.

When the shift lever is operated to the first or second gear position of the transmission when starting the automobile, the output signal of the vehicle speed switch 9c is at a low level, so the transmission gate 18b is turned off and the transmission 'J-)1
8a is turned on, and the engine speed signal a is input to one end of the comparator 2o. The comparator 20 receives the triangular wave signals d, ++f, 7j (D; 4-
F-K 9 n (-1-7') 7 @ GF (
F! s @ a l Q; ” and outputs a duty control pulse e with a duty ratio proportional to the engine rotational speed signal a.Next.

When the accelerator pedal is depressed and the output signal of the accelerator switch 9b becomes high level, the AND gate 10d is opened via the OR gate 11b, and after the shift operation is completed, the AND gate is opened by the high level signal output from the shift switch 9d. 10e is also opened, and the duty control pulse e controls the switching element 2 to activate the excitation coil 1 of the electromagnetic clutch.
Controls the excitation current IC flowing through the IC. In this case, when the engine speed increases according to the amount of depression of the accelerator switch, the closing rate of the switching element 2 increases in proportion to this, and the transmission torque of the electromagnetic clutch increases, so that the vehicle starts smoothly. Furthermore, if you start the car with the shift lever in the 3rd or 4th gear position, the 3-4 speed switch 9
10 by the high level signal that is the output of
c is opened, and the monostable time of the monostable circuit 8 is increased by a high level signal outputted from the vehicle speed switch 9c via the inverter 17, so that starting in the 3rd or 4th gear position is possible as in the conventional case. making it difficult.

After the vehicle starts, when the vehicle speed exceeds a set value, the output signal of the vehicle speed switch 9c becomes high level, the transmission gears 18a and 18b are turned off and on, respectively, and the electromagnetic clutch excitation signal C is input to the comparator 2o.

On the other hand, the engine performance curve takes the carburetor throttle valve opening degree as a parameter and is expressed by the relationship between engine speed and engine shaft torque, and this is shown in FIG. In the figure, the horizontal axis represents the engine speed signal a, and the vertical axis represents the engine shaft torque TE. Also, the parameter is carburetor throttle valve open H
It is b. When the carburetor throttle valve opening is constant, the engine speed is a.

When the engine shaft torque increases from TEs to TE2, the engine shaft torque decreases from TEs to TE2. Moreover, when the engine speed ao is constant, the number of carburetors and the valve opening are determined. When TEO increases to bl, the engine shaft torque increases proportionally from TEO to T&. Therefore, in order to operate the transmission torque TC of the electromagnetic clutch in accordance with the engine shaft torque TE in Fig. 2, the excitation signal C is proportional to the opening degree of the nine carburetor valves when the engine speed signal a is constant. As a characteristic, the engine speed signal a when the carburetor throttle valve opening signal is
Set the characteristic to be inversely proportional to . Then, the excitation signal C controls the excitation current IC of the electromagnetic clutch, that is, the transmission torque, and the excitation current IC is set to a current value that can ensure direct coupling operation of the electromagnetic clutch. As a result, the excitation signal C also represents the engine shaft torque.

Therefore, when the engine speed signal a is constant, the transmitted torque is proportional to the carburetor throttle valve opening signal, and when the carburetor throttle valve opening signal is constant, the transmitted torque is proportional to the engine speed signal a.
A characteristic that is inversely proportional to is obtained.

Since these two characteristics are subtracted by the differential amplifier 15, as shown in Fig. 4, the horizontal axis is the engine rotational speed a% and the carburetor throttle valve opening signal S is the parameter, and the vertical axis is the transmission torque of the electromagnetic clutch. As a characteristic expressed by TC, a relationship equivalent to that shown in FIG. 3 is obtained. That is.

Number of vaporizers 9 When the valve opening degree S is constant, when the engine speed increases from ao to a, the engine shaft torque T, El
decreases from TE to TE2 and electromagnetic crack? The transmission torque of TE also decreases from TC, to TC, and when the engine speed a,) remains constant, the carburetor throttle valve opening degree increases.

When the engine is opened in the opposite direction, the engine shaft torque is proportional to T.
As the torque increases from EO to TE, the transmission torque of the electromagnetic clutch similarly increases from TC to TC8. Therefore, in order to prevent the electromagnetic clutch from slipping, the transmission torque TC is set to a value equal to or greater than the engine shaft torque TE, and when the vehicle is accelerating, the carburetor throttle valve opening signal is set to a differentiating circuit. 7b to detect the opening speed of the carburetor throttle valve and add it to the excitation signal (i.e., engine shaft torque signal) C in the adder circuit 16 to compensate for the response delay of the electromagnetic clutch. The transmission torque TC of the electromagnetic clutch required at the time of acceleration is obtained, transmission loss due to slip of the electromagnetic clutch is eliminated, and heat generation of the electromagnetic clutch is also reduced. In addition, when the vehicle is decelerating at a speed higher than the set value, for example 20 km/h, the vehicle speed switch 9 may not be activated even when the accelerator pedal is released.
Since the output signal of the accelerator switch Q maintains a high level, the OR gate l
The AND gate 10d is opened via lb', and the engine braking effect is not lost.

As described above, in this embodiment, by controlling the transmission torque of the electromagnetic clutch to correspond to the engine shaft torque in the direct-coupling operation range of the electromagnetic clutch when the vehicle speed is higher than the set value, the electromagnetic clutch is used more than necessary. Direct connection operation can be achieved without consuming power.

In the above embodiment, the carburetor throttle valve opening was used to control the transmission torque of the electromagnetic clutch, but the amount of accelerator pedal depression or intake manifold negative pressure may be used instead. A similar effect can be obtained by detecting the shaft torque of the system and controlling the transmission torque of the electromagnetic clutch.

〔Effect of the invention〕

As described above, in the present invention, when the vehicle speed exceeds a predetermined value and the electromagnetic clutch is directly connected, the transmission torque of the electromagnetic clutch is controlled in accordance with the engine shaft torque, and the electromagnetic clutch consumes more power than necessary. As a result, power consumption of the electromagnetic clutch is reduced, heat generation of the electromagnetic clutch and load on the I battery can be suppressed, and transmission loss due to slipping can be eliminated.

[Brief explanation of drawings]

Fig. 1 is a block diagram of the conventional device, Fig. 2 is a block diagram of the device of the present invention, Fig. 3 is a performance curve diagram at partial load of the engine, and Fig. 4 is a block diagram of the device of the present invention.
The figure is a transmission torque control operation diagram of the electromagnetic clutch according to the present invention. l... Excitation coil of excitation clutch, 2... Switching element, 5... Ignition coil, comb, 6... Intermittent,
9a...speed change switch, 9b...accelerator switch, 9c...vehicle speed switch, 13...FV conversion circuit,
14... Carburetor throttle valve opening sensor, 15... Differential amplifier, 18a. 18b...Transmission cage. Note that the same reference numerals in the figures indicate the same or corresponding parts. Agent Masuo Oiwa Procedural amendment (voluntary) 1. Indication of the case: Japanese Patent Application No. 113441/1983 3, Part 4 to Hitoshi Katayama, representative of the person making the amendment, Detailed explanation of the invention written by the representative, Sai Sai. On page 4, line 18, "Correct the excitation coil I Cl ffi r excitation current ICj."

Claims (1)

[Claims] (1) In a vehicle electromagnetic clutch installed between a vehicle engine and a transmission, an engine rotation speed detector detects the engine rotation speed, an engine load detector detects the engine load, and an engine rotation speed detector detects the engine rotation speed. By providing a vehicle speed detector to detect the vehicle speed, and giving the excitation current of the electromagnetic clutch a first characteristic that is proportional to the engine load and a second characteristic that is inversely proportional to the engine rotation speed in an operating range where the vehicle speed is above a predetermined value. An electromagnetic clutch control device for a vehicle, characterized in that transmission torque of an electromagnetic clutch is controlled according to engine shaft torque.