JPH0756307B2 - Wet clutch controller - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a wet clutch control device, and more particularly to a wet clutch system in which a friction portion of a clutch facing is lubricated with lubricating oil and contact and separation are controlled by an actuator. The present invention relates to a clutch control device.

SUMMARY OF THE INVENTION According to the present invention, a transmission in which a gear position is automatically changed so as to have an appropriate gear position is connected to a wet type clutch, and the wet type clutch is connected at the time of starting. The control is performed according to the temperature of the oil to be operated, and the rise of the torque when the clutch is engaged is kept substantially constant regardless of the oil temperature.

[Conventional technology]

Automatic transmissions have been proposed in order to avoid the driver's cumbersome shifting operations. This automatic transmission selects a gear used by a computing means such as a microcomputer according to a vehicle speed, an accelerator opening degree, etc., and meshes the gear selected by an actuator to automatically obtain a predetermined gear ratio. It was done.
By equipping an automobile with such an automatic transmission, the lever operation for the driver to shift gears becomes almost unnecessary.

[Problems to be solved by the invention]

In such an automatic transmission, the clutch is engaged and disengaged by the actuator during gear shifting. Therefore, by using a wet clutch that can be slid freely, it is possible to perform a complicated operation and prevent wear of the clutch. However, in the wet type clutch, as shown in FIG. 5, the rising of the torque generated when the clutch is connected changes depending on the oil temperature, and the stroke to reach the half-clutch state depends on the temperature, S ₁ , S ₂ , S ₃ It will be shifted like. Therefore, if the clutch is connected at a constant speed regardless of the oil temperature, a sudden start is performed when the temperature is low, and a shock is likely to occur. On the other hand, when the oil temperature becomes high, the vehicle is slowly started and the startability is deteriorated.

The present invention has been made in view of the above problems, and an object thereof is to provide a control device for a wet clutch that keeps the rising characteristics of generated torque during connection almost constant. is there.

[Means for solving problems]

The present invention relates to a wet clutch control device in which a friction portion of a clutch facing is lubricated with lubricating oil, and an actuator controls contact and separation, and a temperature sensor for detecting the temperature of the lubricating oil and a clutch stroke are provided. A clutch sensor for detecting, first and second electromagnetic valves connected in parallel to each other for supplying an operating pressure to the actuator, a throttle provided in series with the second electromagnetic valve, and connection by an actuator In the initial stage of, a high operating pressure is supplied to the actuator through the first solenoid valve, the first solenoid valve is closed and the second solenoid valve is opened at a predetermined timing, and the throttle is throttled. Control means for supplying a low operating pressure to the actuator, and lubricating oil detected by the oil temperature sensor Stroke changing means for changing the stroke of the clutch that closes the first solenoid valve and opens the second solenoid valve according to the temperature, and the stroke of the clutch increases as the temperature of the lubricating oil increases. The present invention relates to a control device for a wet clutch, wherein the first solenoid valve is switched to the second solenoid valve on a connection side.

[Action]

When the clutch is engaged by the actuator, first the first solenoid valve is opened and a high operating pressure is supplied to the actuator through this solenoid valve, after which the first solenoid valve is closed and the second solenoid valve is opened. The low operating pressure throttled by the throttle provided in series with the second solenoid valve is supplied to the actuator, so that the connecting speed of the clutch is changed on the way. Moreover, the stroke changing means changes the scratch trooke in which the first solenoid valve is closed and the second solenoid valve is opened according to the temperature of the lubricating oil detected by the oil temperature sensor. Is higher, the clutch stroke is switched from the first solenoid valve to the second solenoid valve on the connection side. Therefore, the rising characteristic of the generated torque at the time of connection becomes almost constant.

〔Example〕

The present invention will be described below with reference to an embodiment shown in the drawings. FIG. 2 shows an engine of an automobile having an automatic transmission combined with a wet clutch according to an embodiment of the present invention, which engine is composed of a diesel engine 10 for trucks. The diesel engine 10 is provided with a fuel injection pump 11, and the pump 11 sequentially supplies fuel to each cylinder of the engine 10. The fuel injection pump 11 is driven by the engine 10 via a timer 12, and the timing of fuel injection is adjusted by the timer 12. Further, the fuel injection pump 11 includes an electronic governor 13, and the governor 13 adjusts the fuel injection amount.

A flywheel housing 14 is provided on the back side of the engine 10, and the flywheel fixed to the end of the crankshaft is housed in the housing 14. A clutch 30 is provided on the back side of the flywheel, and the clutch 30
A transmission 15 is attached to the rear side of the flywheel housing 14 so as to be connected to the transmission 15. The transmission 15 changes the number of revolutions of the engine 10 to a predetermined value and transmits it to the drive wheels via a propeller shaft 16.

The transmission 15 constitutes an automatic transmission, and the shift actuator 17 is provided above it.
And a select actuator 18 are provided respectively. Further, a clutch actuator 19 for controlling connection and disconnection of the clutch 30 mounted on the rear side of the flywheel is mounted on the outer surface of the casing of the transmission 15. Further, on the rear end side of the fuel injection pump 11, a fuel control actuator 20 for adjusting the position of the control rack to control the fuel supply amount is provided, and constitutes the output part of the electronic governor 13. ing. These four actuators 17, 18,
19 and 20 are driven based on an instruction from the microcomputer 21 via driving means.

The input side of the microcomputer 21 is connected to the control box 22. The control box 22 has a speed change lever 23. Further, the microcomputer 21 is connected to an accelerator sensor 25 which detects the accelerator opening degree or the depression amount of the accelerator pedal 24. Further, the microcomputer 21 is connected to the vehicle speed sensor 26, the engine rotation sensor 27, the rack sensor 28, and the clutch sensor 29, respectively.

The vehicle speed sensor 26 is provided at the rear part of the transmission 15 and detects the vehicle speed by the number of rotations on the output side of the transmission 15. The engine rotation sensor 27 is attached to the front side of the engine 10 and detects the rotation speed of the engine 10.
The rack sensor 28 is attached to the lower side of the actuator 28 of the electronic governor 13 and detects the position of the control rack of the fuel injection pump 11. The clutch sensor 29 is attached to the tip end side of the clutch actuator 19 and detects the connection and disconnection states of the clutch 30.

The clutch 30 provided in the flywheel housing 14 is composed of a wet clutch and has a spray nozzle 31. The spray nozzle 31 is connected to an oil pump 32, and injects the oil pressurized by the oil pump 32. The oil temperature of the clutch 30 is detected by the oil temperature sensor 33, and this output is input to the microcomputer 21. The clutch actuator 19 for controlling connection and disconnection of the wet type clutch 30 includes a plurality of solenoid valves 34 arranged in parallel with each other.
35, and is controlled by the working fluid supplied through one or both of them. The solenoid valve 35 is provided with a throttle 36.

Next, the operation of the automatic transmission having the above structure will be described. This operation is performed based on a program preset in the microcomputer 21, and when the position of the speed change lever 23 of the control box 22 is the automatic position, the speed change operation is automatically performed. There is. On the other hand, the shift lever
When 23 is in the manual position, a manually selected speed change operation signal is sent to the microcomputer 21, and the computer 21 sends a signal to the solenoid valves 34 and 35 to supply air to the actuators 17 and 18. , Transmission 15 shift and select operations are performed.

The outline of the automatic shift operation will be described. The microcomputer 21 detects whether or not the position of the shift lever 23 of the control box 22 is the automatic position. In the case of the automatic position, the accelerator pedal 24 is depressed at a constant cycle. The amount or accelerator opening and vehicle speed
Read from 25 and vehicle speed sensor 26. Further, the microcomputer 21 reads a map stored in the memory and, based on this map, calculates whether automatic shift is possible or not. If automatic gear shifting is possible, the gear shifting operation is performed so as to obtain the calculated gear ratio. On the other hand, when it is determined that the automatic shift is impossible, the shift operation is not performed.

The specific operation of the automatic shift is such that, based on a command from the microcomputer 21, the shift actuator 17 and the select actuator 18 are actuated via drive means (not shown) so that the gears of the transmission 15 are selected. Which allows the meshing of selected gears of the transmission 15 to be achieved. Therefore, a predetermined gear ratio can be obtained in this way. During this shifting operation, the actuator 19
Thus, the clutch 30 is switched to the disengaged state, and the clutch 30 is brought into the engaged state again in synchronization with the end of the shift operation.

As described above, the clutch 30 is disengaged during the automatic gear shifting as described above, and is engaged when the gear shifting operation is completed. Then, when the clutch 30 is connected, control is performed according to the oil temperature, and the rise of the generated torque is made substantially constant. This operation will be described with reference to the flowchart shown in FIG.
While judging whether there are 30 connection signals,
When the connection signal is present, the oil temperature sensor 33 detects the oil temperature of the clutch 30. Then, it is determined whether the oil temperature is within the low temperature range. When the temperature is not low, it is judged whether the temperature is in a normal temperature range, and when the temperature is not normal, it is judged that the temperature is high and the process is performed.

When the temperature is low, the solenoid valve 34 is opened to supply the working fluid to the actuator 19 to start the connection operation of the clutch 30, and the stroke of the clutch 30 is detected by the clutch sensor 29.
Read, and determine whether the stroke S ₁ that would cause half-clutch at low temperature was exceeded or not.
When the stroke of 30 exceeds S ₁ , the microcomputer 21 closes the solenoid valve 34 and opens the solenoid valve 35. Since the throttle 36 is connected to the solenoid valve 35 in series, the clutch 30 is slowly connected after this stroke S ₁ , and the clutch is connected according to the characteristic shown by the dotted line in FIG. Will be done.
That is, the clutch 30 is adapted to slow down the connection from the stroke of S ₁ which becomes a half-clutch state at low temperature.

Next, when the oil temperature is within the normal range, first the working fluid is supplied to the actuator 19 through the solenoid valve 34, and when the stroke of the clutch 30 reaches S ₂ , the solenoid valve 34
34 is closed and the solenoid valve 35 is opened to slow down the speed of connection, and the characteristic clutch 30 shown by the solid line in FIG. 4 is connected. When the temperature of the oil in the clutch 30 is high, the solenoid valve 34 is closed when the stroke exceeds S ₃ , and the solenoid valve 35 is opened to throttle the air passage. Therefore, in this case, the characteristic shown by the chain line in FIG. 4 is obtained.

As described above, in the present embodiment, when the wet clutch 30 is connected, the passages of the fluid to be supplied to the actuator 19 are throttled at the stages of strokes S ₁ , S ₂ , and S ₃ depending on the temperature. When the oil temperature rises, the clutch is engaged more slowly than when the oil temperature is low, so that the rise of the generated torque is kept substantially constant. Therefore, it becomes possible to absorb the change in the friction characteristics of the clutch 30 and prevent the change in the feeling due to the oil temperature. It becomes possible to prevent the deterioration of the startability due to the slow start when the value is high.

〔The invention's effect〕

As described above, according to the present invention, the control means supplies a high operating pressure to the actuator through the first solenoid valve in the initial stage of the connection by the actuator, closes the first solenoid valve at a predetermined timing, and the second solenoid valve is connected. The solenoid valve is opened to supply a low operating pressure throttled to the actuator, and the first solenoid valve is closed according to the temperature of the lubricating oil detected by the oil temperature sensor to close the second solenoid valve. The stroke of the clutch for opening the clutch is changed by the stroke changing means, and the stroke of the clutch can be switched from the first solenoid valve to the second solenoid valve on the connection side as the temperature of the lubricating oil increases. .

Therefore, in the initial stroke in which a high operating pressure is supplied to the actuator by the first solenoid valve, the actuator quickly performs the operation for connection, and the first solenoid valve moves the second solenoid from the second solenoid at a predetermined stroke. By switching to the valve, the low working pressure throttled by the throttle connected to the second solenoid valve is supplied to the actuator, and thereafter the clutch is slowly connected. That is, the connection is made quickly in the initial stroke, and slowly after the predetermined stroke is exceeded.

Moreover, the stroke of the clutch that changes the operation speed of the actuator by switching from the first solenoid valve to the second solenoid valve is changed according to the temperature of the lubricating oil detected by the oil temperature sensor. As the oil temperature rises, the stroke of the clutch is switched from the first solenoid valve to the second solenoid valve on the connection side, so that it is possible to keep the rise of the generated torque almost constant and to reduce the friction of the clutch. It is possible to absorb changes in characteristics and prevent changes in feeling due to oil temperature. Further, it is possible to prevent a shock associated with a sudden start when the oil temperature is low and a deterioration in startability associated with a slow start when the oil temperature is high.

[Brief description of drawings]

FIG. 1 is a block diagram showing the gist of the present invention, FIG. 2 is a block diagram showing an automatic transmission according to an embodiment of the present invention, and FIG. 3 is an operation of connecting a wet clutch connected to the automatic transmission. FIG. 4 is a graph showing the operation of connecting the wet clutch, and FIG. 5 is a graph showing the relationship between the stroke of the wet clutch and the generated torque. The names of the main parts in the drawings are as follows. 15 …… Transmission 17 …… Shift actuator 18 …… Selection actuator 19 …… Clutch actuator 21 …… Microcomputer 25 …… Accelerator sensor 26 …… Vehicle speed sensor 29 …… Clutch sensor 30 …… Clutch 31 …… Spray nozzle 32 …… Oil pump 33 …… Oil temperature sensor 34, 35 …… Solenoid valve 36 …… Throttle

Claims (1)

[Claims] 1. A wet clutch control device in which a friction portion of a clutch facing is lubricated with lubricating oil and an actuator controls contact and separation, and a temperature sensor for detecting the temperature of the lubricating oil, and a stroke of the clutch. A clutch sensor for detecting the above, a first and a second electromagnetic valve connected in parallel to each other for supplying an operating pressure to the actuator, a throttle provided in series with the second electromagnetic valve, and an actuator In the initial stage of the connection, a high operating pressure is supplied to the actuator through the first solenoid valve, the first solenoid valve is closed and the second solenoid valve is opened at a predetermined timing, and the throttle is throttled. Control means for supplying a low operating pressure to the actuator, and a lubrication oil detected by the oil temperature sensor. Stroke changing means for changing the stroke of the clutch that closes the first solenoid valve and opens the second solenoid valve according to the temperature of the clutch stroke, and the stroke of the clutch increases as the temperature of the lubricating oil increases. The wet clutch control device is characterized in that the switch is switched from the first solenoid valve to the second solenoid valve on the connection side.