System for Controlling a Clutch for a Vehicle

FIG. 1 is a schematic illustration of a system for controlling an electromagnetic clutch for a motor vehicle;

FIGS. 2a and 2b show a block diagram of a control unit according to the present invention;

FIG. 3 is a graph showing regions of various modes;

FIG. 4 is a block diagram of a main part of the system according to the present invention;

FIG. 5 is a flow chart showing the operation of the system;

FIG. 6 is a graph showing variation of clutch current.

Referring to FIG. 1, a crankshaft 10 of an engine 1 is operatively connected to an electromagnetic powder clutch 2 for transmitting the power of the engine 1 to a continuously variable belt-drive automatic transmission 4 through a selector mechanism 3. The output of the belt-drive transmission 4 is transmitted to axles 8 of vehicle driving wheels 9 through an output shaft 13, a pair of intermediate reduction gears 5, an intermediate shaft 6, and a differential 7.

The electromagnetic powder clutch 2 comprises an annular drive member 2a connected to crankshaft 10 of the engine 1, a driven member 2b secured to an input shaft 11 of the transmission 4, and a magnetizing coil 2c provided in the driven member 2b. Magnetic powder material is provided in a gap between the drive member 2a and driven member 2b. When the magnetizing coil 2c is excited by the clutch current, the driven member 2b is magnetized to produce a magnetic flux passing through the drive member 2a. The magnetic powder is aggregated in the gap by the magnetic flux and the driven member 2b is engaged with the drive member 2a by the powder. On the other hand, when the clutch current is cut off, the drive and driven members 2a and 2b are disengaged from one another.

In the belt-drive transmission 4, the selector mechanism 3 is provided between the input shaft 11 and a main shaft 12. The selector mechanism 3 is provided with a synchromesh mechanism comprising gears, hub, and a sleeve for connecting the input shaft 11 and the main shaft 12 to selectively provide a driving position (D-range) and a reverse driving position (R-range).

The continuously variable belt-drive automatic transmission 4 has the main shaft 12 and an output shaft 13 provided in parallel with the main shaft 12. A drive pulley 14 provided with a hydraulic cylinder 14a is mounted on the main shaft 12. A driven pulley 15 provided with a hydraulic cylinder 15a is mounted on the output shaft 13. A drive belt 16 engages with the drive pulley 14 and the driven pulley 15. Hydraulic cylinders 14a and 15a are communicated with an oil hydraulic control circuit 17. The hydraulic control circuit 17 is responsive to vehicle speed, engine speed and throttle valve position for controlling the amount of oil supplied to the cylinders 14a and 15a. The pulleys 14 and 15 are operated by compressive forces in the cylinders so that the running diameter of belt 16 is varied to infinitely change the transmission ratio.

An electronic control system for the clutch 2 and the belt-drive transmission 4 has an engine speed sensor 19, and rotating speed sensors 21 and 22 for respectively sensing the sppeds of the driven pulley 14 and the driven pulley 15. A choke switch 24 produces an output signal when a choke valve of the engine 1 is closed, and an air conditioner switch 23 produces an output signal during the operation of an air conditioner. A selector lever 25 connected to the selector mechanism 3 is provided with a select position sensor 26 for sensing a drive position D and a reverse position R. An accelerator pedal switch 28 is provided for sensing the depression of an accelerator pedal 27, and a throttle position sensor 29 is provided.

Output signal of the sensors and pulses of the switches are applied to an electronic control unit 20 which produces a clutch current control signal for the clutch 2 and a control signal for controlling the transmission ratio (i) of the transmission and a line pressure control signal for the control circuit 17.

Referring to FIGS. 2a and 2b showing the control unit 20 of FIG. 1, a transmission ratio changing speed control section 30 is applied with a drive pulley speed signal N.sub.P of the sensor 21, driven pulley speed signal Ns of the sensor 22, and throttle position signal .theta. of the sensor 29 to produce the transmission ratio control signal f(di/dt) dependent on a transmission ratio changing speed (rate). A line pressure control section 31 is applied with an engine speed signal Ne of the sensor 19, throttle position signal .theta. of the sensor 29, and an actual transmission speed ration signal i (N.sub.S /N.sub.P) which is produced in a transmission ratio determining section of the transmission ratio changing speed control section 30 to produce the line pressure control signal dependent on a desired line pressure. These control signals f(di/dt) from control section 30 and the line pressure control signal from line pressure control section 31 are applied to the control circuit 17 to control the transmission ratio and line pressure of the transmission 4.

A reverse excitation mode deciding section 32 is applied with the engine speed signal Ne of the sensor 19 and drive position signal of the select position sensor 26. When the engine speed Ne is below 300 rpm, or the selector level 25 is at a neutral position (N-range) or a parking position (P-range), the reverse excitation mode deciding section 32 produces a reverse excitation signal which is applied to an output deciding section 33, so that a small reverse current flows in the clutch 2 to release the clutch completely.

A clutch current mode deciding section 34 is applied with signals from the reverse excitation mode deciding section 32 and accelerator pedal switch 28, and driven pulley speed signals Ns. from driven pulley speed sensor 22 for determining driving conditions such as starting mode to produce output signals. The output signals are applied to a start mode providing section 35, drag mode providing section 36, and clutch lock-up engage mode providing section 37.

The start mode providing section 35 decides clutch current of a starting characteristic dependent on the engine speed Ne at an ordinary start or at closing of the choke switch 24 or air conditioner switch 23. The starting characteristic is corrected by signals of the throttle valve opening degree .theta., driven pulley speed signal Ns., and driving positions of the D-range and R-range.

The drag mode providing section 36 decides a small drag current when the accelerator pedal 27 is released at a low speedin each drive position for providing a drag torque to the clutch 2 for a smooth start of the vehicle.

The clutch lock-up engage mode providing section 37 decides a lock-up current in response to the driven pulley speed signal Ns. and throttle opening degree .theta. at each drive position for entirely engaging the clutch 2. Outputs of sections 35, 36 and 27 are applied to the output deciding section 33 to control the clutch current. A range of each mode is shown is FIG. 3.

Referring to FIG. 4, the clutch current mode deciding section 34 is provided with an accelerator pedal depressed mode section 40 and an accelerator pedal released mode section 41, each applied with output signals of accelerator pedal switch 28 driven pulley speed signals NS. and the output signal of reverse excitation mode deciding section 32. The accelerator pedal depressed mode section 40 is connected to a start mode deciding section 42 and lock-up engage mode deciding section 43. The mode is decided depending on whether the vehicle speed V obtained from the driven pulley speed signal NS is higher or lower than a predetermined vehicle speed V.sub.4 at which a lock-up curent flows in the coil as shown in FIG. 3. Accordingly, respective output signals of the sections 42 and 43 are applied to the start mode providing section 35 and lock-up engage mode providing section 37 through an output section 44. The accelerator pedal released mode section 41 is connected to a lock-up engage mode deciding section 45 and coasting deciding section 46. When a vehicle speed is below the predetermined speed V.sub.4, the coasting deciding section 46 applies an output signal to the drag mode providing section 36 through an output section 47. When the vehicle speed is higher than the predetermined speed V.sub.4, the lock-up engage mode providing section 37 is selected.

The acclerator pedal released mode section 41 is connected to a vehicle speed detecting section 49 and a vehicle speed increment calculator 48. The output signal of the calculator 48 that is vehicle speed increment .DELTA.V and the output signal of the vehicle speed detecting section 49, that is a present vehicle speed Va, are supplied to a downhill acceleration deciding section 50. When the increment .DELTA.V of vehicle speed is larger than a predetermined value .DELTA.V.sub.S (.DELTA.V .gtoreq..DELTA.V.sub.S) and the vehicle speed Va is higher than a predetermined value V.sub.S which is lower than V.sub.4 (VA.gtoreq.V.sub.S), it is determined that the vehicle is in downhill acceleration state at section 50. In response to the output signal of the section 50, the lock-up engage mode providing section is selected to lock-up the clutch.

Describing the operation of the system with reference to FIG. 5, the program is repeated at regular intervals. At a step S1, it is detected whether the accelerator pedal is released. If it is detected at the step S1 that the accelerator pedal is depressed, the present speed V.sub.a is set as an acceleration start vehicle speed V.sub.c at a step S8 for the next cycle of the program and the decision of the downhill acceleration state is cancelled if any at step S9. If the accelerator pedal is released, a present vehicle speed V.sub.a and a vehicle speed V.sub.b at the last program are compared with each other at a step S2. When the present vehicle speed V.sub.a is lower than the previous speed Vb, the present speed V.sub.a is set as acceleration start vehicle speed V.sub.c at a step S3 for the next cycle of the program. When the present speed V.sub.a is higher, the program directly advances to a step S4, where the increment .DELTA.V of vehicle speeds is calculated from the formula .DELTA.V=V.sub.a -V.sub.c (Vc is the acceleration start vehicle spe4ed set at the last cycle of the program). At a step S5, the increment .DELTA.V is compared with the predetermined value .DELTA.V.sub.s. If .DELTA.V is larger than the .DELTA.V.sub.s, the present vehicle speed V.sub.a is compared with the predetermined speed V.sub.s. When the present speed is higher (V.sub.a .gtoreq.V.sub.s), it is determined that the vehicle is in the downhill acceleration state at a step S7. Thus, the clutch is locked up, so that the engine braking is effected. At a step S10, the present vehicle speed V.sub.a is set as the last vehicle speed V.sub.b for the next cycle of the program.

Referring to FIG. 6, wherein the characteristic of the clutch current in accordance with the hereinbefore described operation is shown. At the start of the vehicle, when D-range or R-range is selected, a reverse current I.sub.B becomes a small drag current I.sub.d. On downhill, the vehicle is started without depressing the accelerator pedal in drag current mode and the vehicle is accelerated. When the vehicle speed exceeds the predetermined low speed V.sub.s, and step S5 detects condition YES the lock-up engage mode is selected so that a lock-up current I.sub.L continues flowing as long as the vehicle speed increases and step S5 detects condition YES or vehicle speed exceeds V.sub.4. When the vehicle speed decreases below the speed V.sub.s, the drag mode is selected so that the drag current I.sub.d flows again.

On the other hand, when the accelerator pedal is depressed, the downhill acceleration state is cancelled and clutch current for starting the vehicle or lock-up current flows in dependency on the vehicle speed.

It will be understood that the present invention may be applied to other automatic clutches besides electromagnetic clutches.

According to the present invention, the clutch is entirely engaged when the vehicle is accelerated while coasting downhill. Thus, a sufficient engine braking effect can be provided to increase safety. Furthermore, under other driving conditions, both a suitable engine braking effect and coasting effect can be properly obtained by selecting proper clutch current.

While the presently preferred embodiment of the present invention has been shown and described, it is to be understood that this disclosure is for the purpose of illustration and that various changes and modifications may be made without departing from the spirit and scope of the invention as set forth in the appended claims.