JPH09264338A - Clutch connection controller for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To decrease fluctuation torque to be generated in the clutch connecting period, by disengaging a clutch while the number of revolutions of a motor is decreased, and engaging the clutch while the fuel injection amount is increased under the condition in which the number of revolutions of the motor is decreased in comparison with the clutch connecting revolutions. SOLUTION: The engine speed Ne and the injection amount switching judging revolutions NEM are compared with each otter (step 1300), the engine speed increasing injection amount EMU is output (step 1600) as an injection amount command EM to a fuel controller to increase the engine speed Ne, when NE is less than NEM. Next, the output timing TMVCL of a clutch connecting signal is calculated (step 1700) in order to connect the clutch in a state where the difference between the engine speed Ne and the clutch revolutions NCL is small as far as possible and the engine speed Ne is higher than the clutch revolutions NCL. Therefore, generation of undershoot in relation to the clutch revolutions as the target of the engine speed NE is prevented.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle clutch engagement control device.

[0002]

2. Description of the Related Art A diesel vehicle equipped with a diesel engine will be described as an example. The general clutch connection control in diesel vehicles is the rotation speed of the clutch (output side) to be connected (hereinafter referred to as clutch rotation speed).
The clutch (input side) rotation speed (which is the same as the diesel engine rotation speed and is hereinafter referred to as engine rotation speed) is matched (hereinafter, referred to as synchronization), and then the clutch is engaged. When a fuel control device that controls the output of a diesel engine (hereinafter referred to as an engine) has an isochronous control function (rotation speed control function) that controls the engine speed, the clutch connection control device operates at a rotation speed that corresponds to the clutch speed. By outputting the signal to the fuel control device, the engine speed can be easily synchronized with the clutch speed. However, the fuel control system for the engine installed in diesel vehicles controls only the minimum engine speed (low idle) and the maximum engine speed (high idle) when the engine is under no load. Generally has an injection amount control function for controlling the output of the engine by operating the control rack of the fuel injection pump in accordance with a preset injection amount. Therefore, it is difficult to synchronize the engine speed with the clutch speed in the fuel control device having only the injection amount control function.
Therefore, by changing the injection amount command output from the clutch connection control device to the fuel control device, once the engine speed is increased from the minimum speed to the maximum speed,
The engine speed is reduced again, and simple synchronization is performed by a method of detecting that the engine speed has reached the clutch speed while the engine speed is decreasing. That is, the clutch engagement control device has an injection amount that is a constant value for increasing the engine speed (hereinafter referred to as a rotation increase injection amount) and an injection amount that is a constant value for decreasing the engine speed (hereinafter, referred to as It is set in advance)
First, the rotation speed is reduced to the minimum rotation speed by outputting the rotation reduction injection amount as an injection amount command to the fuel control device, and then the injection amount command is changed from the rotation decrease injection amount to the rotation increase injection amount. By doing so, the maximum speed is increased. Further, the injection amount command is shifted from the rotation increasing injection amount to the rotation decreasing injection amount to reduce the engine speed.
Further, the clutch connection control device has a function of calculating the range of the clutch connection speed by adding a predetermined value to the rotation speed of the clutch to be connected. When it is detected that the rotation speed is within the range of the clutch connection rotation speed while it is falling from the maximum rotation speed, a clutch connection signal is output for clutch connection, and clutch connection completion is detected by clutch pressure signal or clutch position detection. Judge by signal. After judging the clutch connection completion, the injection amount command to the fuel control device is changed from the injection amount for rotation reduction to the injection amount corresponding to the notch command operated by the driver or the injection amount after completion of the clutch connection set in advance. The method of shifting and ending the clutch connection control is adopted.

[0003]

FIG. 11 shows a time chart of the clutch connecting operation in the conventional device. Timing for outputting a clutch connection signal from the clutch connection control device for clutch connection (clutch connection signal O
N) detects that the engine speed falls within the range of the clutch connection speed calculated by adding a predetermined value to the clutch speed to be connected while the engine speed is decreasing from the maximum speed. It is the time of doing. However, since there is a clutch connection characteristic that requires a specific time from when the clutch connection signal is output (clutch connection signal ON) until the clutch starts moving and connection is made, at the initial stage of connection start when the clutch actually starts connection. The engine speed drops below the clutch speed (the synchronous speed difference is negative).

The above situation is shown in FIG. 12 and further described.
The clutch oil pressure indicating the clutch connection state starts to gradually increase after the clutch connection signal is turned on, but it takes about 1 second until the clutch oil pressure completely rises. Within this time, the engine speed drops by about 400 rpm, and the clutch is connected with a speed difference of about 200 rpm with respect to the clutch speed. It is possible to set a higher clutch engagement speed range (upper limit value) to further accelerate the timing of outputting the clutch engagement signal, but in all cases such as when the clutch revolution speed is very close to the upper limit value of the engine speed. It is difficult to deal with the situation.

Returning to FIG. 11, description will be made again. Therefore, the transmission torque of the propulsion shaft (hereinafter referred to as the propulsion shaft torque), which is the power transmission shaft located between the output portion of the transmission having the clutch built-in and the speed reducer, has a negative fluctuation torque (opposite to the power transmission direction). Torque) is generated. On the other hand, in order to synchronize the engine speed with the clutch speed, the injection amount command from the clutch control device to the fuel control device is set during the period from the time when the engine speed reaches the maximum speed to the time when it is judged that the clutch connection is completed. , Is a rotation-reducing injection amount that is set in advance in order to reduce the engine speed. Therefore, the generation of the negative fluctuating torque described above is promoted. When the clutch connection control device determines that the clutch connection is completed by the clutch hydraulic pressure signal or the clutch position detection signal and determines that the clutch connection is completed, the injection amount command to the fuel control device is operated by the driver from the injection amount for rotation reduction. The injection amount corresponding to the notch signal or the injection amount after completion of clutch engagement is set in advance. Therefore, due to backlash caused by the meshing of gears in the power transmission system, what was previously located on the side opposite to the power transmission direction suddenly changes to the power transmission direction, so the propulsion shaft torque is positive. Fluctuation torque (torque in the power transmission direction) is generated. For this reason, there is a problem that large negative and positive fluctuating torques generated during the period of clutch engagement adversely affect the strength of the power transmission system and the riding comfort.

Therefore, in order to solve the above-mentioned problems of the conventional example, the present invention makes it possible to reduce the engine rotation speed and the clutch rotation speed under the conditions of the connection characteristics of the clutch to be connected and the clutch rotation speed which is variously changed. The difference is as small as possible, and
The clutch connection is to be executed when the engine speed is higher than the clutch speed. For this reason,
By calculating the optimum output timing of the clutch connection signal from the connection characteristics of the clutch to be connected and the change in engine speed during synchronization with the clutch speed, the negative fluctuating torque generated at the initial stage of clutch connection can be eliminated. ,
Optimal for switching from the injection amount for lowering rotation to the injection amount for increasing rotation set as the injection amount for synchronizing the engine speed with the clutch speed from the change in engine speed during synchronization with the clutch speed The injection amount switching timing is calculated so that the engine speed is once lowered below the clutch speed, and the synchronization is performed, so that the injection amount for synchronization performed after the clutch is connected corresponds to the operation amount of the driver. An object of the present invention is to provide a clutch engagement control device that reduces the positive fluctuating torque generated after completion of clutch engagement by reducing the amount of change in the injection amount when shifting to the injection amount.

That is, the object of the present invention is to smoothly connect the clutch by reducing the fluctuating torque generated during the connection period of the clutch without increasing the time required for connecting the clutch to connect the clutch. Especially.

[0008]

To achieve the above object, a clutch connection control device according to a first aspect of the present invention is a clutch connection control device for controlling disconnection and connection of a clutch interposed between a prime mover and a transmission. While the clutch is disengaged during the decrease of the speed of the prime mover, the fuel injection amount is increased to increase the speed of the prime mover, provided that the speed of the prime mover is lower than the connected speed of the clutch. A connection control unit for connecting the clutch is provided on the way. With such a configuration, the clutch can be connected while the speed of the prime mover is once decelerated and then increased. According to a second aspect of the present invention, there is provided the clutch connection control device according to the first aspect, wherein the connection control section outputs a clutch connection signal at a timing corresponding to a connection characteristic of the clutch to connect the clutch. With this configuration, the time delay of the actual clutch operation can be corrected from the output of the clutch connection signal. Claim 3
The clutch connection control device according to claim 2, wherein the connection control unit corrects the output timing of the clutch connection signal by the difference between the rotation speed and the clutch connection speed when the prime mover is switched from deceleration to speedup. It is characterized by With this configuration, the clutch can be connected at a more accurate timing. The clutch connection control device according to claim 4 is the clutch connection control device according to any one of claims 1 to 3, wherein the connection control unit decelerates at a timing corresponding to a deceleration of the prime mover at the time when the prime mover is decelerated to the clutch engaged revolution. It is characterized by controlling the timing of switching the fuel injection amount from the speed up to the speed increase. With such a configuration, switching to the speed increasing state in which the clutch is connected can be performed in the shortest time.

[0009]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows a schematic configuration of a diesel vehicle equipped with a device according to an embodiment of the present invention. The diesel engine 1 is mounted on a vehicle as a power source for driving. The power generated by the diesel engine 1 is converted into power through a torque converter and a gear train built in the transmission 2. Further, the power thereof is transmitted through the propulsion shaft 7 (propeller shaft) and the speed reducer 8 and becomes the driving force of the driving wheels 9 which are wheels. The driver installs a notch mass controller (corresponding to an accelerator of a car), a transmission handle (corresponding to a gear shift of a car), and a brake mass controller (corresponding to a brake pedal of a car) which are not shown in the master controller 13 in the cab. Operate by operating. The information operated by the notch mask controller (normally, stop, off, 7-step notch information of 1 to 5 notches) is replaced with an electric signal (usually an ON / OFF signal of 3 bits) and is sent to the connection controller 16 as a notch signal 14. Is entered. In addition, the information (normally, gear shift,
The transmission command information of the direct connection 1st speed and the direct connection 2nd speed command) is replaced with the electric signal (ON / OFF signal) and the transmission speed stage signal 1
Entered as 5.

A rotation sensor 3 is provided on the input side of the transmission 2, and a rotation sensor 4 is provided on the output side. The transmission input shaft rotation information 5 and the transmission output shaft rotation information 6 are input to the connection control section 16. It The slave wheel 10 is provided with a rotation sensor 11 for detecting the traveling speed of the vehicle, and is input to the connection control unit 16 as rotation information 12 of the slave wheel. In addition, the transmission 2 includes each clutch (gear shift, direct connection first speed, direct connection 2
A hydraulic switch or position sensors 62 to 64 for detecting the position of the high speed clutch),
The clutch connection completion signal 21 is input to the connection control unit 16. The connection control unit 16 calculates by detecting the transmission speed stage signal 15 output from the master controller 13 by the driver's operation, or from the rotation information 12 of the driven wheels or the transmission output shaft rotation information 6. The speed stage of the specified transmission when detecting that the vehicle speed has reached the preset speed change speed of the transmission (normally, the speed stage, the direct connection first speed, the direct connection second speed) The clutch connection control is started so that When performing the clutch connection control, the connection control unit 16 outputs an injection amount command 17 to the fuel control device 18 in order to synchronize the engine speed with the clutch speed.
The fuel control device 18 controls the output of the diesel engine 1 by outputting an actuator operation signal 19 corresponding to the injection amount command 18 to a fuel injection pump 22 attached to the diesel engine 1.

An outline of a power transmission path through which the power generated by the diesel engine 1 is transmitted to the moving wheels 9 via the transmission 2 having a built-in clutch will be described with reference to FIG. Note that, in FIG. 2, the reverse rotation mechanism section for switching between forward and reverse movements is omitted for simplification. In FIG. 2, the direct coupling shaft 30 built in the transmission 2 is coupled to the diesel engine 1 via a rubber joint or the like, and transmits the power of the diesel engine 1 to the transmission side. A shift clutch (input side) 31 is coupled to the direct coupling shaft 30. A speed change clutch (output side) 32 and an impeller 34 of a torque converter are coupled to the input shaft 33, which converts power into fluid energy via a stator 35 and a turbine 36 in the torque converter, and further via a freewheel 37. Turbin shaft 38
To communicate. A gear D39 is coupled to the turbine shaft 38,
A gear E40 meshes with the gear D39, and a gear E40 is coupled with the output shaft 48. Therefore, the power transmission path when the shift clutch is connected (the input side and the output side of the clutch are connected) (the speed stage of the transmission is the shift stage) is as follows.

[Transmission path of shift stage] Diesel engine 1 → shift clutch unit (input side) 31
→ gearshift clutch section (output side) 32 → impeller 34 → stator 35 → turbine 36 → freewheel 37 → turbine shaft 38 → gear D39 → gear E40 → output shaft 48 → propulsion shaft 7 → speed reducer 8 → driving wheel 9 Further, the gear A41 is coupled to the direct coupling shaft 30, and the gear A4
A gear B42 is meshed with the gear No. 1. A direct coupling first speed clutch (input side) 43 is coupled to the gear B42. Direct connection 1
A gear C45 is coupled to the speed clutch (output side) 44, and a gear D39 is meshed with the gear C45. Therefore, when the direct connection 1-speed clutch is connected (the speed stage of the transmission is 1
The power transmission path (which is the speed stage) is as follows.

[Transmission Path of First Direct Connection Gear] Direct connection shaft 30 → Gear A41 → Gear B42 → Direct connection first speed clutch (input side) 43 → Direct connection first speed clutch (output side) 44 →
Gear C45 → Gear D39 → Gear E40 → Output shaft 48 → Propulsion shaft 7 → Reducer 8 → Drive wheel 9 Further, the gear A41 is directly connected to the second speed clutch (input side) 46.
However, a gear C45 is connected to the direct-coupled second speed clutch (output side) 47. Therefore, the power transmission path when the direct-coupling two-speed clutch is connected (the speed stage of the transmission is the direct-coupling two-speed) is as follows. [Transmission path of direct connection second speed] Direct connection shaft 30 → gear A41 → direct connection second speed clutch (input side)
46 → directly connected second speed clutch (output side) 47 → gear D39 →
Gear E40 → output shaft 48 → propulsion shaft 7 → speed reducer 8 → moving wheel 9 The gear pump 49 installed at the shaft end of the direct coupling shaft 30 rotates the engine 1 to cause the transmission to shift to a higher speed (shift stage, direct coupling). It is always driven regardless of whether it is in the 1st gear or in the 2nd gear.

Next, an outline of the hydraulic circuit of the transmission will be described with reference to FIG. The gear pump 41 installed on the direct coupling shaft is driven by the rotation of the diesel engine 1, and the converter oil 51 of the oil sump 50 in the transmission housing is
Is discharged (wicked). The discharged converter oil 51 is filtered by a filter 52 and then regulated to a pressure of about 20 kgf / cm ² (regulation of the main hydraulic pressure) by a main relief valve 53 composed of a piston, a spring, a check ball and the like. , And returns to the oil failure 50 through the torque converter circuit and the lubrication circuit of each part. Here, the clutch connection signal 20 output from the connection control unit 16 (DC 24V ON / OF
When the solenoid valve 54 for the shift clutch is operated by F),
The converter oil 51 adjusted to the main oil pressure is the piston,
Further, the pressure is adjusted to a pressure of about 10 kgf / cm ² (the pressure of the shift clutch hydraulic pressure) by the shift clutch buffer valve 57 constituted by a check ball or the like. The converter oil 51 adjusted to the shift clutch hydraulic pressure has a shift clutch 58 composed of a sintering plate, a steel plate, a spring, or the like.
The clutch plate is pressed into the clutch piston chamber and the clutch is connected.

On the other hand, the converter oil 51 regulated to the main oil pressure is regulated to a pressure of about 10 kgf / cm ² by a direct coupling clutch buffer valve 59 composed of a piston, a check ball, etc. (regulation of the direct coupling clutch hydraulic pressure). To be done. Here, when the direct-coupling first-speed clutch solenoid valve 55 operates, the converter oil 51 adjusted to the direct-coupling clutch hydraulic pressure enters the clutch piston chamber of the direct-coupling first-speed clutch 60 composed of a sintering plate, a steel plate, a spring, and the like. After entering, the clutch plate is crimped and the clutch is connected. Even when the solenoid valve 61 for the direct coupling second speed clutch is operated, the direct coupling second speed clutch is similarly connected. Hydraulic switches 62-64 (for shifting, direct connection 1
It has a clutch connection completion signal 21 (contact ON), which is installed for high speed and direct connection second speed, and the clutch connection completion is judged by detecting the pressure increase of converter oil in each clutch piston chamber when each clutch solenoid valve operates. Then, the clutch connection is completed) is input to the connection control unit 16.

A flow chart of the clutch connection control executed by the clutch connection control device configured as described above will be described with reference to FIG. In FIG. 4, the process starts at step 1000. In step 1100, the clutch connection control device sets in advance whether the transmission speed signal output from the master controller is detected by the driver's operation or the vehicle traveling speed calculated from the rotation information of the slave wheels. When the switching timing of the transmission speed stage is determined by comparing whether or not the clutch switching speed is reached, and when it is determined to be the clutch switching timing (transmission speed stage switching timing flag TTCL =
In step 1), the process proceeds to step 1200. If it is not determined that the clutch switching timing has arrived, the process proceeds to step 2100. Step 1
At 200, the clutch connection signal MVCL is turned off in order to disconnect the currently connected clutch, and at the same time, the injection amount command EM for the fuel control device is the injection amount corresponding to the notch signal output from the master controller in the driving operation. Notch signal equivalent injection amount EMN to rotation reduction injection amount EMD
Move to Further, the injection amount switching determination rotational speed NEM is calculated by adding the offset rotational speed NOFF to the clutch rotational speed NCL, and the process proceeds to step 1300. In step 1300, the engine rotational speed NE and the injection amount switching determination rotational speed NEM are compared, and the engine rotational speed NE is determined to be the injection amount switching determination rotational speed NE.
If higher than M, go to 1400, and if lower, step 16
Go to 00. In step 1400, the engine speed NE is decreased to approach the clutch speed NCL, so that the rotation-decreasing injection amount EMD is output to the fuel control device as the injection amount command EM and the process proceeds to step 1500. Step 1500
In order to synchronize the engine rotational speed NE with the clutch rotational speed NCL, the injection amount switching timing T for switching the injection amount command output from the clutch connection control device to the fuel control device from the rotation reduction injection amount EMD to the rotation increase injection amount EMU.
Calculate CEM. This injection amount switching timing TCEM
The calculation method of will be described with reference to FIG.

In FIG. 5, in step 1510, the engine speed NE is compared with the injection amount switching determination rotation speed NEM, and the engine rotation speed NE is determined as the injection amount switching determination rotation speed NEM.
If it is less than, go to step 1520. In step 1520, the injection amount switching timing TCEM corresponding to the acceleration / deceleration rate αNE of the engine rotational speed at the time when the engine rotational speed NE falls below the injection amount switching determination rotational speed NEM is interpolated in the data table set as shown in FIG. Ask for. Here, the injection amount switching timing TCEM is set to a smaller value as the acceleration / deceleration αNE of the engine speed is higher (the deceleration is higher). This is to synchronize the engine speed NE by lowering the engine speed once and then increasing the engine speed without causing a large undershoot with respect to the target clutch speed. In step 1530, the timer CTCEM for the injection amount switching timing
Is set to 0 and the process proceeds to step 1540. Step 15
At 40, the injection amount switching timing timer CTCEM is compared to see if it has reached the value of the injection amount switching timing TCEM obtained at step 1520. If it has reached a predetermined value, the process proceeds to step 1560, and if it has not reached, then the step proceeds to step 1560. Proceeding to 1550, the injection amount switching timing timer CTC
Add 1 to the value of EM and return to step 1540.

Returning to FIG. 4 again, in step 1600, in order to increase the engine speed NE, the rotation increasing injection amount EMU is output to the fuel control device as the injection amount command EM, and the process proceeds to step 1700. In step 1700, the difference between the engine speed NE and the clutch speed NCL is as small as possible, and the engine speed NE is equal to the clutch speed NC.
In order to connect the clutch in a state higher than L, the output timing TMVCL of the clutch connection signal output to the clutch solenoid valve is calculated. A method of calculating the output timing TMVCL of the clutch connection signal will be described with reference to FIG.

In FIG. 7, it is determined in step 1710 that the acceleration / deceleration αNE of the engine speed becomes αNE ≧ 0 in order to grasp the time when the engine speed NE shifts from the decrease to the increase (the change in the engine speed slows down). It is determined that the speed has been switched from to acceleration), and if αNE ≧ 0, the process proceeds to step 1720. In step 1720, the difference in engine speed NE between the engine speed NE and the clutch speed NCL when the change in the engine speed NE synchronized with the clutch speed NCL is switched from deceleration to acceleration is ΔN (ΔN = NCL−
The output timing of the clutch connection signal corresponding to (NE) is obtained by interpolation calculation of the data table set as shown in FIG. Here, as the rotational speed difference ΔN increases, the output timing TMVCL of the clutch connection signal is set to a larger value so that the timing is delayed. This is in consideration of the clutch connection characteristic that a specific time is required from when the clutch connection signal MVCL is output until the clutch connection is actually started, and the engine speed N
This is for allowing the clutch to be connected when E slightly exceeds the clutch rotational speed NCL. Therefore, when a plurality of clutches having different clutch connection characteristics are used, a more appropriate clutch connection signal output timing can be obtained by setting a data table corresponding to each clutch characteristic as shown in FIG. Step 17
30 CT for output timing of clutch connection signal
Set MVCL to 0 and proceed to step 1740. In step 1740, it is determined whether or not the clutch connection signal output timing timer CTMVCL reaches the value of the clutch connection signal output timing TMVCL obtained in step 1720. If it reaches the predetermined value, step 17
If it has not reached 60, the process proceeds to step 1750 and the clutch connection signal output timing timer CTMV
Add 1 to CL and return to step 1740. Returning to FIG. 6 again, in step 1800, the connection signal MVCL of the clutch to be connected is output (MVCL = ON), the clutch solenoid valve is operated, and the process proceeds to step 1900.

FIG. 9 shows an example of the changing state of the engine speed NE during synchronization with the clutch speed NCL, and the injection timing switching timing TCEM and the clutch connection signal output timing TMVCL will be described. FIG.
Engine speed NE is clutch speed NCL
The injection amount switching timing TC at point A below the injection amount switching determination rotational speed NEM
EM is calculated, and at this timing, the injection amount command EM is shifted from the rotation decreasing injection amount EMD to the rotation increasing EMU. Next, the output timing TMVCL of the clutch connection signal is calculated at the point B when the engine speed NE is switched from the decrease to the increase, and the clutch connection signal MVCL is output at this timing.

Returning to FIG. 4 again, in step 1900, it is judged from the clutch connection completion signal MSCL obtained from the hydraulic switch installed in the hydraulic pipe of each clutch whether or not the clutch connection is completed, and the clutch connection is completed ( If MSCL = 1), the process proceeds to step 2000, and if the clutch connection is not completed, the process returns to step 1800.
In step 2000, the injection amount command EM to be output to the fuel control device is shifted from the rotation increasing injection amount EMU to the injection amount EMN corresponding to the notch signal of the driving operation, and step 2100
Then, the process proceeds to and the clutch connection control ends.

A time chart of the clutch connecting operation executed by the above-mentioned flowchart will be described with reference to FIG. The clutch connection control device turns off the output of the currently connected clutch connection signal MVCL and starts the control for synchronizing the engine rotational speed NE with the clutch rotational speed NCL to be connected at the time of determining the clutch switching. In the conventional example (shown in FIG. 11), even if the engine speed is higher than the clutch speed, the engine speed is once reduced to the minimum speed (idle speed), and then the rotation increasing injection amount is commanded. Is output to the fuel control device to increase the engine speed to the maximum speed, and the engine speed is decreased by shifting the injection amount command to the injection amount for lowering the rotation speed for synchronization. In the example to which the present invention is applied, the rotation reducing injection amount EMD
TC for changing from the injection amount EMU for rotation increase to
By calculating EM by the injection amount switching timing calculation function, the engine speed NE becomes the clutch speed NCL.
However, it does not cause a large undershoot to synchronize. Also, the timing TMVC at which the clutch connection signal MVCL is output to perform clutch connection
By calculating L by the clutch connection signal output timing calculation function, the clutch is engaged when the engine speed NE slightly exceeds the clutch speed NCL. Further, after the clutch connection is completed (clutch connection completion signal MSCL = ON), the change amount of the injection amount command EM at the time of shifting from the rotation increasing injection amount EMU to the injection amount EMN corresponding to the notch signal operated by the driver is small. By doing so, fluctuations in engine output are suppressed. By the clutch connection control as described above, no negative fluctuating torque is generated in the propulsion shaft torque TS at the initial stage of clutch connection at which the clutch is actually connected, but only a small positive fluctuating torque is generated. In the above, the embodiment in the diesel vehicle equipped with the fuel control device having the injection amount control function is described, but the characteristic of the present invention is that “the difference between the engine speed and the clutch speed is small, and , Make the connection when the engine speed is higher than the clutch speed "
The above can be applied to a vehicle equipped with a fuel control device having a rotation speed control function.

[0023]

According to the present invention, the clutch is disengaged while the rotational speed of the prime mover is decreasing, and the rotational speed of the prime mover is increased on condition that the rotational speed of the prime mover is lower than the connected rotational speed of the clutch. The fuel injection amount is increased as much as possible, and the clutch is engaged during this increase,
After the prime mover is once decelerated, the clutch can be connected during the speed increase, so that the increase / decrease of the prime mover in clutch switching can be minimized. Also, by outputting the clutch connection signal at the timing according to the clutch connection characteristics and connecting the clutch, the time delay from the output of the clutch connection signal to the actual operation of the clutch is corrected. The actual connection can be made at a speed very close to. Similarly, by correcting the output timing of the clutch connection signal by the difference between the rotation speed and the clutch connection speed at the time when the prime mover is switched from deceleration to acceleration, the clutch can be connected at a more accurate timing. . Furthermore, by controlling the fuel injection amount switching timing from deceleration to acceleration at the timing according to the deceleration of the prime mover speed at the time when the prime mover is decelerated to the clutch engaged speed, the engine speed is reduced below the clutch engaged speed. After the number decreases, it is possible to switch to the speed-up state with a minimum decrease in the number of rotations, and it is possible to minimize the output decrease due to the clutch switching. Therefore, according to the present invention, it is possible to switch the clutch smoothly by minimizing the torque fluctuation caused by the clutch switching.

[Brief description of drawings]

FIG. 1 is a device configuration diagram of a diesel vehicle in which a clutch connection control device according to an embodiment is used.

FIG. 2 is a power transmission path diagram of the transmission according to the embodiment.

FIG. 3 is a configuration diagram of a hydraulic circuit of a transmission according to an embodiment.

FIG. 4 is a flowchart showing the operation of the clutch engagement control device according to the embodiment.

FIG. 5 is a flowchart of an injection amount switching timing calculation process in one embodiment.

FIG. 6 is a data table for calculating an injection amount switching timing according to an embodiment.

FIG. 7 is a flow chart of a clutch engagement signal output timing calculation process according to an embodiment.

FIG. 8 is a data table for calculating the output timing of the clutch engagement signal according to the embodiment.

FIG. 9 is a time chart (details) of clutch connection according to an embodiment.

FIG. 10 is a time chart of clutch connection in one embodiment.

FIG. 11 is a time chart of clutch connection in the conventional example.

FIG. 12 is a time chart of clutch connection in the conventional example (details).

[Explanation of symbols]

 1 Diesel engine 2 Transmission 3 Rotation sensor 4 Rotation sensor 5 Transmission input shaft rotation information 6 Transmission output shaft rotation information 7 Propulsion shaft 8 Reducer 9 Drive wheel 10 Slave wheel 11 Rotation sensor 12 Slave wheel rotation information 13 Master controller 14 Notch signal 15 speed change gear signal 16 connection control unit 17 injection amount command 18 fuel control device 19 actuator operation signal 20 clutch connection signal 21 clutch connection completion signal 22 fuel injection pump 30 direct connection shaft 31 speed change clutch (input side) 32 speed change clutch (output) 33) Input shaft 34 Impeller 35 Stator 36 Turbine 37 Freewheel 38 Turbine shaft 39 Gear D 40 Gear E 41 Gear A 42 Gear B 43 Direct connection 1st speed clutch (input side) 44 Direct connection 1st speed clutch (output side) 45 Gear C 46 Direct connection 2-speed clutch (input side) 7 Direct-coupled 2-speed clutch (output side) 48 Output shaft 49 Gear pump 50 Oil sump 51 Converter oil 52 Filter 53 Main relief valve 54 Shift clutch buffer valve 55 Direct-coupled first-speed clutch solenoid valve 56 Direct-coupled second-speed clutch solenoid valve 57 Shift Clutch buffer valve 58 Speed change clutch 59 Direct coupling clutch buffer valve 60 Direct coupling first speed clutch 61 Direct coupling second speed clutch 62 to 64 Hydraulic switch

Claims (4)

[Claims] 1. A clutch connection control device for controlling the disengagement and connection of a clutch interposed between a prime mover and a transmission, wherein the clutch is disengaged while the speed of the prime mover is decreasing, and the speed of the prime mover is equal to that of the clutch. A clutch for a vehicle, characterized in that a fuel injection amount is increased to increase the rotational speed of the prime mover on condition that the rotational speed is lower than the connected rotational speed, and a connection control unit for connecting the clutch is provided in the middle of this increase. Connection control device. 2. The clutch connection control device for a vehicle according to claim 1, wherein the connection control unit outputs a clutch connection signal at a timing according to a connection characteristic of the clutch to connect the clutch. 3. The connection control unit corrects the output timing of the clutch connection signal based on the difference between the rotation speed and the clutch connection speed at the time when the prime mover is switched from deceleration to acceleration. 2. The clutch connection control device for a vehicle according to 2. 4. The connection control unit controls the fuel injection amount switching timing from deceleration to acceleration at a timing corresponding to the deceleration of the prime mover speed when the prime mover is decelerated to the clutch engagement speed. Claim 1 to 3 characterized by the above-mentioned.
A clutch connection control device for a vehicle according to any one of 1.