JPH0350140B2 - - Google Patents

Info

Publication number
JPH0350140B2
JPH0350140B2 JP58206534A JP20653483A JPH0350140B2 JP H0350140 B2 JPH0350140 B2 JP H0350140B2 JP 58206534 A JP58206534 A JP 58206534A JP 20653483 A JP20653483 A JP 20653483A JP H0350140 B2 JPH0350140 B2 JP H0350140B2
Authority
JP
Japan
Prior art keywords
power supply
detection means
accelerator
amount
detecting
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
JP58206534A
Other languages
Japanese (ja)
Other versions
JPS6098230A (en
Inventor
Munehiko Mimura
Minoru Nishida
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Electric Corp
Original Assignee
Mitsubishi Electric Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mitsubishi Electric Corp filed Critical Mitsubishi Electric Corp
Priority to JP58206534A priority Critical patent/JPS6098230A/en
Publication of JPS6098230A publication Critical patent/JPS6098230A/en
Publication of JPH0350140B2 publication Critical patent/JPH0350140B2/ja
Granted legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/064—Control of electrically or electromagnetically actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/08—Regulating clutch take-up on starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical type
    • F16D2500/1022—Electromagnet
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/314—Signal inputs from the user
    • F16D2500/31406—Signal inputs from the user input from pedals
    • F16D2500/3144—Accelerator pedal position
    • F16D2500/31453—Accelerator pedal position threshold, e.g. switch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50224—Drive-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/508—Relating driving conditions
    • F16D2500/50858—Selecting a Mode of operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5114—Failsafe
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/70418—Current
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/7042—Voltage

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Electromagnetism (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Description

【発明の詳細な説明】 〔発明の技術分野〕 本発明は自動車用電磁クラツチ制御装置に関す
るもので、特に各種入力情報が異常の際にも発進
を可能とするフエールセーフに関する。DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to an electromagnetic clutch control device for an automobile, and more particularly to a fail-safe system that enables starting even when various input information is abnormal.

〔従来技術〕[Prior art]

第１図ａは従来装置を示し、１は電磁クラツ
チ、２は車速検出手段、３はエンジン回転数検出
手段、４は運転者が必要に応じて変速モードを設
定するためのシフトレバーの位置を検出するシフ
トレバー位置検出手段、５はアクセルの踏込状態
を検出するアクセルバルブ開度検出手段、６はチ
ヨークの状態を検出するチヨークバルブ検出手
段、７は各検出手段２〜６から得られる走行状態
に応じて電磁クラツチ１の給電電気量の演算処理
を行い給電指令信号を得る演算処理手段、８は演
算処理手段７からの給電指令信号に応じて給電電
気量を制御する給電電気量制御手段である。 Figure 1a shows a conventional device, in which 1 is an electromagnetic clutch, 2 is a vehicle speed detecting means, 3 is an engine rotation speed detecting means, and 4 is a position of a shift lever for the driver to set the speed change mode as necessary. Shift lever position detection means for detecting; 5 an accelerator valve opening detection means for detecting an accelerator depression state; 6 a throttle valve detection means for detecting a throttle state; 7 a driving state obtained from each of the detection means 2 to 6; 8 is a calculation processing means for calculating the amount of electricity supplied to the electromagnetic clutch 1 to obtain a power supply command signal, and 8 is a supply electricity amount control means for controlling the amount of electricity supplied according to the power supply command signal from the calculation processing means 7. .

電磁クラツチ１は車両用エンジンと変速機との
間に配設され、直結、開放および半クラツチの作
用を得ている。この作用は励磁用コイルの給電々
気量の調整により伝達トルクを調整して得ること
ができる。車速検出手段２は一般には車速に比例
した車速パルスを得る車速センサとこの車速セン
サからの信号を波形整形する波形整形回路から成
り、演算処理手段７へ車速パルスを与えている。
演算処理手段７は車速パルス周期からの演算によ
り車速を得ている。エンジン回転数検出手段３は
一般にはエンジン回転数に比例した周波数のエン
ジンパルスを得るエンジン回転数センサと該セン
サからの信号を波形整形する波形整形回路から成
り、演算処理手段７へエンジンパルスを与える。
演算処理手段７はエンジンパルス周期からの演算
によりエンジン回転数を得ている。 The electromagnetic clutch 1 is disposed between a vehicle engine and a transmission, and has the functions of direct coupling, open clutch, and half clutch. This effect can be obtained by adjusting the transmission torque by adjusting the amount of power supplied to the excitation coil. The vehicle speed detection means 2 generally comprises a vehicle speed sensor that obtains a vehicle speed pulse proportional to the vehicle speed and a waveform shaping circuit that shapes the signal from the vehicle speed sensor, and supplies the vehicle speed pulse to the arithmetic processing means 7.
The calculation processing means 7 obtains the vehicle speed by calculation from the vehicle speed pulse period. The engine speed detection means 3 generally consists of an engine speed sensor that obtains engine pulses with a frequency proportional to the engine speed, and a waveform shaping circuit that shapes the signal from the sensor, and provides the engine pulses to the arithmetic processing means 7. .
The calculation processing means 7 obtains the engine rotation speed by calculation from the engine pulse period.

シフトレバー位置検出手段４は運転者が所望の
走行を得るための操作用レバーによる所望運転モ
ードを検出するものであり、変速機の変速段数の
選択および電磁クラツチの直結、開放および半ク
ラツチ作用の選択を行うことができる。例えば
PRNDL2というレンジが一般に良く知られてお
り、Ｐは駐車レンジ、Ｒは後進レンジ、Ｎは中立
レンジ、Ｄは自動変速レンジ、Ｌは一速前進レン
ジ、２は二速前進レンジである。電磁クラツチ１
はＰ、Ｎ時には無励磁で開放、Ｒ、Ｄ、Ｌ、２レ
ンジ時には必要に応じて直結、開放、半クラツチ
作用を得ることになる。アクセルバルブ開度検出
手段５はアクセルの踏込量を検出するものであ
る。一般にはアクセルが踏み込まれたか否かを判
断するアクセルスイツチを設けると共に踏込み量
を検出するアクセル開度スイツチを設けることが
多い。そして、アクセルの踏込と開放およびアク
セル踏込み量を検出している。チヨークバルブ開
度検出手段６はチヨーク状態を検出するもので、
一般にはチヨークスイツチを設け、チヨークバル
ブ開度の大小判別を行つている程度である。演算
処理手段７は各検出手段２〜６により得られた入
力情報から運転モードの判別、給電量の演算を行
い、給電指令信号を得ており、又車速パルスから
車速を求める演算およびエンジンパルスからのエ
ンジン回転数の演算も行つている。給電々気量制
御手段８は給電指令信号に応じて所望の伝達トル
クに対応した電圧クラツチ１の電圧あるいは電流
を給電制御する。 The shift lever position detection means 4 detects the desired driving mode using the operating lever for the driver to obtain the desired driving, and is used to select the number of gears of the transmission and direct connection, release, and half-clutch action of the electromagnetic clutch. A choice can be made. for example
A range called PRNDL2 is generally well known, and P is a parking range, R is a reverse range, N is a neutral range, D is an automatic shift range, L is a first speed forward range, and 2 is a second speed forward range. Electromagnetic clutch 1
When in the P and N ranges, the clutch is opened without excitation, and in the R, D, L and 2 ranges, the clutch can be directly connected, opened, or half-clutched as required. The accelerator valve opening detection means 5 detects the amount of depression of the accelerator. Generally, an accelerator switch is provided to determine whether or not the accelerator is depressed, and an accelerator opening switch is often provided to detect the amount of depression. Then, the depression and release of the accelerator and the amount of accelerator depression are detected. The check valve opening detection means 6 detects the check valve opening state.
Generally, a check switch is provided to determine the degree of opening of the check valve. The calculation processing means 7 determines the driving mode and calculates the power supply amount from the input information obtained by each of the detection means 2 to 6, and obtains a power supply command signal.It also performs calculations to determine the vehicle speed from the vehicle speed pulse and from the engine pulse. It also calculates the engine speed. The power supply amount control means 8 controls the power supply of the voltage or current of the voltage clutch 1 corresponding to the desired transmission torque in accordance with the power supply command signal.

第１図ｂは演算処理手段７における処理内容を
示すフローチヤートである。ステツプ11では車速
パルスの周期から車速を求める演算を行う。ステ
ツプ12ではエンジンパルスの周期よりエンジン回
転数を演算する。ステツプ13では検出手段４〜６
からの入力情報を取り込む。ステツプ14では運転
モードの判別を行う。ステツプ15〜17では各運転
モードに応じて給電量演算を行い、ステツプ18で
は給電指令信号を給電々気量制御手段８へ転送す
る。 FIG. 1b is a flowchart showing the processing contents in the arithmetic processing means 7. In step 11, calculation is performed to determine the vehicle speed from the period of the vehicle speed pulse. In step 12, the engine rotation speed is calculated from the period of the engine pulse. In step 13, detection means 4 to 6
Import input information from. In step 14, the operation mode is determined. In steps 15 to 17, the amount of power to be supplied is calculated according to each operation mode, and in step 18, a power supply command signal is transferred to the power supply amount control means 8.

第１図ｃは運転モード判別のステツプ14の詳細
フローチヤートである。電磁クラツチ１は任意の
直結車速以上ではほぼ直結とし、直結車速以下で
は半クラツチ作用あるいは開放とする。ステツプ
31ではシフトレバー位置などの入力情報から直結
車速VWDを演算する。ステツプ32では実際の車速
VWとの比較により直結車速以下か以上かの判別
を行う。ステツプ33では直結車速以下の場合にア
クセル開度の状態に応じて半クラツチと開放の判
断を行つている。尚、シフトレバー位置がＰレン
ジ又はＮレンジの場合はクラツチを開放にする判
断をステツプ30で行つている。 FIG. 1c is a detailed flowchart of step 14 for determining the operating mode. The electromagnetic clutch 1 is almost directly connected at a speed above a certain speed of the directly connected vehicle, and is half-clutched or released when the speed is below the directly connected vehicle speed. step
31 calculates the direct vehicle speed VWD from input information such as the shift lever position. In step 32, the actual vehicle speed is
By comparing with VW , it is determined whether the directly connected vehicle speed is below or above. In step 33, if the vehicle speed is less than the directly connected vehicle speed, it is determined whether to half-clutch or release the clutch depending on the state of the accelerator opening. Incidentally, if the shift lever position is in the P range or N range, a decision is made in step 30 to release the clutch.

第１図ｄは半クラツチ給電量演算のステツプ17
での特性曲線である。図中Tcは伝達トルク、NE
はエンジン回転数である。TC（ON）はチヨーク
使用時の伝達トルク曲線、TC（OFF）はチヨーク
不使用時の伝達トルク曲線である。この伝達トル
クに対応する給電々圧あるいは給電々流を演算し
て半クラツチの場合の給電指令信号を得る。 Figure 1d shows step 17 of calculating the half clutch power supply amount.
This is the characteristic curve. In the figure, Tc is the transmitted torque, N E
is the engine speed. T C (ON) is the transmission torque curve when the chi yoke is used, and T C (OFF) is the transmission torque curve when the chi yoke is not used. A power supply command signal in the case of a half-clutch is obtained by calculating the power supply voltage or power supply current corresponding to this transmitted torque.

上記のように自動車電磁クラツチ１の制御が行
われ、スムーズな発進、変速シヨツクの少い走行
等を可能にする。 As described above, the automobile electromagnetic clutch 1 is controlled to enable smooth starting and running with less gear shifting shock.

ところで、エンジンパルスがセンサの故障や信
号線の断線などエンジン回転数検出手段３の故障
により演算処理手段７に入力されない場合につい
て考える。この場合、エンジン回転数NEは零と
なり、第１図ｄに示すように半クラツチ時の給電
指令信号も零となる。このため、クラツチ開放の
場合と変わらなくなる。もちろん、車速は発進時
は零であり、直結車速以下のモードであるから発
進は不可能であるが、エンジン回転数検出手段３
の故障の場合にはエンジンが始動しても発進が不
可能になる。 Now, let us consider a case where engine pulses are not input to the arithmetic processing means 7 due to a failure of the engine rotation speed detection means 3, such as a failure of a sensor or a disconnection of a signal line. In this case, the engine speed N E becomes zero, and the power supply command signal when the clutch is half-engaged also becomes zero, as shown in FIG. 1d. Therefore, it is no different from the case when the clutch is released. Of course, the vehicle speed is zero when starting, and since the mode is lower than the direct vehicle speed, it is impossible to start, but the engine speed detection means 3
In the case of a failure, it will be impossible to start even if the engine starts.

〔発明の概要〕[Summary of the invention]

本発明は上記の従来の欠点を除去するために成
されたものであり、エンジン回転数検出手段の故
障に対して、アクセルバルブ開度に応じた半クラ
ツチ給電量演算を行うと共に電磁クラツチに給電
して所望の半クラツチモードでの走行を可能とす
る非常発進手段を付加し、エンジン回転数検出手
段が故障した際にも発進可能とすることができる
自動車用電磁クラツチ制御装置を提供することを
目的とする。 The present invention has been made to eliminate the above-mentioned conventional drawbacks, and in response to a failure of the engine rotation speed detection means, calculates the amount of power supplied to a half-clutch according to the opening degree of the accelerator valve, and also supplies power to the electromagnetic clutch. An object of the present invention is to provide an electromagnetic clutch control device for an automobile, which is equipped with an emergency start means that enables driving in a desired half-clutch mode, and is capable of starting even when an engine rotation speed detecting means fails. purpose.

〔発明の実施例〕[Embodiments of the invention]

以下、本発明の実施例を図面とともに説明す
る。第２図は本実施例に係る非常発進手段のフロ
ーチヤートを示す。第１図ｂ，ｃの半クラツチモ
ードは直結車速以下でアクセルバルブ開度が零で
なく踏込まれた場合に行われるが、この時ステツ
プ51でエンジン回転数NEが零の場合を検出し、
零の場合ステツプ52でアクセルバルブ開度に応じ
た半クラツチ給電量を演算する。尚、エンジン回
転数NEが零の場合とは内部での演算結果が零の
場合であり、一般にはエンジンのアイドル回転数
以下の場合も零と見なせる。このため、エンジン
回転数演算にて必要以上のエンジンパルス周期の
大きさになる零近傍の場合には予めエンジン回転
数を零と見なすようにする。 Embodiments of the present invention will be described below with reference to the drawings. FIG. 2 shows a flowchart of the emergency start means according to this embodiment. The half-clutch mode shown in FIGS. 1b and 1c is performed when the accelerator valve opening is not zero and is depressed below the direct vehicle speed, but at this time, in step 51, a case where the engine speed N E is zero is detected,
If it is zero, in step 52, a half-clutch power supply amount is calculated according to the accelerator valve opening degree. Incidentally, when the engine speed N E is zero, it is a case where the internal calculation result is zero, and in general, a case where the engine speed is equal to or lower than the idle speed of the engine can also be regarded as zero. For this reason, when the engine rotation speed is near zero, where the engine pulse period is larger than necessary in the engine rotation speed calculation, the engine rotation speed is assumed to be zero in advance.

第３図ａはアクセルバルブ開度検出手段５から
得られるアクセルバルブ開度信号S0〜S6の説明図
である。横軸はアクセルの踏込量であるアクセル
バルブ開度θACCELを示し、踏込量に応じてアクセ
ルバルブ開度信号S0〜S6はオンオフする。従つ
て、アクセルバルブ開度信号S0〜S6の状態からア
クセル踏込量がわかる。一般に、アクセルバルブ
開度信号S0〜S6はスイツチによつて得られる。以
下、S0をアクセルスイツチ、S1〜S6をアクセル開
度スイツチと呼ぶ。アクセルスイツチS0はアクセ
ルの踏込あるいは開放の検出を行い、アクセル開
度スイツチS1〜S6はアクセル踏込量を検出する。
尚、従来でも半クラツチモードと開放モードとの
区別はこのアクセルスイツチS0によつて行つてい
た。又、アクセル開度信号は他の方法によつて検
出しても良い。 FIG. 3a is an explanatory diagram of accelerator valve opening signals S 0 to S 6 obtained from the accelerator valve opening detection means 5. The horizontal axis indicates the accelerator valve opening degree θ ACCEL , which is the amount of depression of the accelerator, and the accelerator valve opening signals S 0 to S 6 are turned on and off depending on the amount of depression. Therefore, the accelerator depression amount can be determined from the states of the accelerator valve opening signals S 0 to S 6 . Generally, the accelerator valve opening signals S0 to S6 are obtained by switches. Hereinafter, S 0 will be referred to as an accelerator switch, and S 1 to S 6 will be referred to as accelerator opening switches. The accelerator switch S0 detects whether the accelerator is depressed or released, and the accelerator opening switches S1 to S6 detect the amount of accelerator depression.
In the past, the half-clutch mode and the open mode were distinguished by this accelerator switch S0 . Further, the accelerator opening signal may be detected by other methods.

第３図ｂはアクセルバルブ開度θACCELに応じた
伝達トルク特性曲線を示し、アクセルバルブ開度
に応じた任意の伝達トルクTCとすれば良い。伝
達トルクTCより必要な給電々圧VCあるいは給
電々流icを求め、給電指令信号を得る。 FIG. 3b shows a transmission torque characteristic curve corresponding to the accelerator valve opening degree θ ACCEL , and any transmission torque T C can be set according to the accelerator valve opening degree. The required power supply voltage V C or power supply current IC is determined from the transmission torque T C and a power supply command signal is obtained.

上記実施例ではアクセル踏込量の分解能がアク
セル開度スイツチS1〜S6によつて細かく検出でき
るが、一般にはS1〜S3およびS5，S6を省略したも
のもある。この場合、アクセルバルブ開度θACCEL
の分解能は悪くなり、最大アクセルバルブ開度
θACCEL MAXの約1/2より大きいか小さいかの断を
行う程度のものであり、小さいときには浅い、大
きいときには深いと呼んでいる。従つて、アクセ
ル開度検出手段の分解能は必要に応じて設定すれ
ば良い。 In the embodiments described above, the resolution of the accelerator depression amount can be detected finely by the accelerator opening switches S 1 to S 6 , but in some cases, S 1 to S 3 and S 5 and S 6 are generally omitted. In this case, the accelerator valve opening θ ACCEL
The resolution is poor, and it is only possible to determine whether it is larger or smaller than about 1/2 of the maximum accelerator valve opening θ ACCEL MAX , and when it is small, it is called shallow, and when it is large, it is called deep. Therefore, the resolution of the accelerator opening detection means may be set as necessary.

〔発明の効果〕〔Effect of the invention〕

以上のように本発明においては、アクセルが踏
込まれてエンジンが始動しているにもかかわらず
エンジン回転数の検出が検出手段の故障により零
あるいは零近傍の場合に、アクセルバルブ開度に
応じた半クラツチ給電量を演算して給電々気量制
御手段に給電指令信号を与える非常発進手段を設
けており、電磁クラツチはこれによつて半クラツ
チモードの給電を受けて半クラツチ状態になり、
発進が可能になる。又、直結車速以上になれば直
結モードでの走行を行うことができる。従つて、
エンジン回転数検出手段の故障により発進不可能
であつたものが、発進可能になり、操作性を向上
できる。又、エンジン回転数検出手段の故障の場
合、運転者は多少乗り心地の変化を感じ、クラツ
チや変速機関連の異常と感じる。このため、エン
ジン関連の故障と容易に区別できる。さらに、発
進可能であるから故障修理などへの対応が運転者
および修理者共にし易くなる。 As described above, in the present invention, when the detected engine speed is zero or near zero due to a failure of the detection means even though the accelerator is depressed and the engine is started, The electromagnetic clutch is provided with an emergency start means which calculates the half-clutch power supply amount and sends a power supply command signal to the power supply amount control means, whereby the electromagnetic clutch receives power in the half-clutch mode and enters the half-clutch state.
It becomes possible to start. Furthermore, if the vehicle speed is higher than the direct coupling mode, the vehicle can run in the direct coupling mode. Therefore,
What was previously impossible to start due to a failure of the engine rotational speed detecting means can now be started, and operability can be improved. In addition, in the case of a failure in the engine speed detection means, the driver feels a slight change in ride comfort and feels that there is an abnormality related to the clutch or transmission. Therefore, it can be easily distinguished from engine-related failures. Furthermore, since the vehicle can be started, it becomes easier for both the driver and the repair person to deal with troubleshooting.

【図面の簡単な説明】[Brief explanation of drawings]

第１図ａ〜ｄは夫々従来装置の構成図、フロー
チヤート、一部詳細フローチヤートおよび半クラ
ツチモードにおける給電量演算特性図、第２図は
本発明に係る非常発進手段のフローチヤート、第
３図ａ，ｂは夫々アクセルバルブ開度に対するア
クセル開度信号の特性図および伝達トルク特性図
である。 １……電磁クラツチ、２……車速検出手段、３
……エンジン回転数検出手段、４……シフトレバ
ー位置検出手段、５……アクセルバルブ開度検出
手段、６……チヨークバルブ開度検出手段、７…
…演算処理手段、８……給電々気量制御手段。
尚、図中同一符号は同一又は相当部分を示す。 1A to 1D are a block diagram, a flowchart, a partially detailed flowchart, and a power supply amount calculation characteristic diagram in half-clutch mode, respectively, of a conventional device; FIG. 2 is a flowchart of an emergency start means according to the present invention; Figures a and b are a characteristic diagram of an accelerator opening signal and a transmission torque characteristic diagram, respectively, with respect to the accelerator valve opening. 1... Electromagnetic clutch, 2... Vehicle speed detection means, 3
...Engine rotation speed detection means, 4...Shift lever position detection means, 5...Accelerator valve opening detection means, 6...Chickure valve opening detection means, 7...
. . . Arithmetic processing means, 8 . . . Power supply amount control means.
Note that the same reference numerals in the figures indicate the same or corresponding parts.

Claims (1)

【特許請求の範囲】[Claims] １ 車両用エンジンと変速機との間に設けられ給
電々気量の制御により伝達トルクの制御が可能な
電磁クラツチ、車速を検出する車速検出手段、エ
ンジン回転数を検出するエンジン回転数検出手
段、シフトレバー位置を検出するシフトレバー位
置検出手段、アクセルバルブの開度を検出するア
クセルバルブ開度検出手段、チヨークバルブの開
度を検出するチヨークバルブ開度検出手段、前記
各検出手段からの走行入力情報より運転モードの
判別を行ない、半クラツチモードでの前記給電々
気量をエンジン回転数に対応して演算するととも
に他のモードでの前記給電々気量を演算して給電
指令信号を得る演算処理手段、給電指令信号に応
じて所望の伝達トルクに対応した給電々気量の制
御を行なう給電々気量制御手段を備えた自動車用
電磁クラツチ制御装置において、アクセルバルブ
開度、が零でなくエンジン回転数検出が零あるい
は零近傍時にアクセルバルブ開度に応じた給電々
気量を演算するとともにこの給電々気量に応じた
給電指令信号を給電々気量制御手段に与える非常
発進手段を設けたことを特徴とする自動車用電磁
クラツチ制御装置。1. An electromagnetic clutch installed between a vehicle engine and a transmission and capable of controlling transmission torque by controlling the amount of power supplied, vehicle speed detection means for detecting vehicle speed, engine rotation speed detection means for detecting engine rotation speed, A shift lever position detection means for detecting the shift lever position, an accelerator valve opening detection means for detecting the opening of the accelerator valve, a chiyoke valve opening detection means for detecting the opening of the chiyoke valve, and driving input information from each of the above detection means. Arithmetic processing means that determines the operating mode, calculates the power supply amount in the half-clutch mode in accordance with the engine rotation speed, and calculates the power supply amount in other modes to obtain a power supply command signal. In an electromagnetic clutch control device for an automobile, which is equipped with a power supply mass control means that controls the power supply mass corresponding to a desired transmission torque in accordance with a power supply command signal, the accelerator valve opening is not zero and the engine rotation Emergency start means is provided which calculates the amount of power supplied according to the opening degree of the accelerator valve when the number detected is zero or near zero, and gives a power supply command signal corresponding to the amount of power supplied to the power supply amount control means. An electromagnetic clutch control device for automobiles characterized by:
JP58206534A 1983-11-01 1983-11-01 Control device of electromagnetic clutch for automobile Granted JPS6098230A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP58206534A JPS6098230A (en) 1983-11-01 1983-11-01 Control device of electromagnetic clutch for automobile

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP58206534A JPS6098230A (en) 1983-11-01 1983-11-01 Control device of electromagnetic clutch for automobile

Publications (2)

Publication Number Publication Date
JPS6098230A JPS6098230A (en) 1985-06-01
JPH0350140B2 true JPH0350140B2 (en) 1991-07-31

Family

ID=16524958

Family Applications (1)

Application Number Title Priority Date Filing Date
JP58206534A Granted JPS6098230A (en) 1983-11-01 1983-11-01 Control device of electromagnetic clutch for automobile

Country Status (1)

Country Link
JP (1) JPS6098230A (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0689796B2 (en) * 1986-04-30 1994-11-14 富士重工業株式会社 Control device for automatic clutch for vehicle

Also Published As

Publication number Publication date
JPS6098230A (en) 1985-06-01

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