System and method for controlling vehicle drive-off

• US 5,050,714 A
• Filed: 12/12/1989
• Issued: 09/24/1991
• Est. Priority Date: 12/15/1988
• Status: Expired due to Fees

• Current Assignee: Diesel Japan Company Limited (Renzo Rosso)
• Original Assignee: Diesel Japan Company Limited (Renzo Rosso)
• Inventors: Kurihara, Kazumasa, Yajima, Shigeru
• Primary Examiner(s): LORENCE, RICHARD M
• Application Number:
  US07/449,267
• Time in Patent Office: 651 Days
• Field of Search: 192/0.032, 192/0.033, 192/0.076, 192/0.096, 192/103 R, 364/424.1
• US Class Current: 477/176
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/04 including control of propulsion units
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2710/022 Clutch actuator position
• CPC Class Codes: B60W 2710/023 Clutch engagement rate
• CPC Class Codes: B60W 30/18 Propelling the vehicle
• CPC Class Codes: B60W 30/1819 Propulsion control with control means using analogue circuits, relays or mechanical links

Abstract

In a control system for controlling a clutch coupled with an internal combustion engine for driving a vehicle off, the control operation for clutch engagement is carried out based on the level of power insufficiency of the engine. When the level of engine insufficiency is within a predetermined range, the operation for clutch engagement is controlled in accordance with the change in the amount of operation of an accelerating member without stopping the engaging operation of the clutch. In order to improve the performance experienced by the operator at drive-off, just after recovery from power insufficiency, the target clutch stroke to be followed is corrected by correction data determined on the basis of the difference between the target and actual clutch stroke at the time the engine has just recovered from its power insufficiency.

Claims

1. A drive-off control system for a vehicle powered by an internal combustion engine whose rotational output is transmitted through a clutch to a wheel driving assembly, said system comprising:

means for detecting the operation of an accelerating member;

means for determining a target clutch stroke of the clutch in response to the level of operation of said accelerating member in order to drive the vehicle off;

means for discriminating whether or not the engine is in a condition of power insufficiency and whether said engine has subsequently recovered from said condition;

means for detecting an actual clutch stroke of the clutch;

means for controlling the clutch to provide an actual clutch stroke which follows the target clutch stroke for driving the vehicle off, said means for controlling being inhibited by a power insufficiency signal from said means for discriminating;

means for establishing a clutch stroke which will result in recovery of said engine from said power insufficiency;

means for producing correction data based on the difference between the target clutch stroke and the actual clutch stroke at a time the engine has recovered from power insufficiency, and in response to said discriminating means;

a correcting means for correcting the target clutch stroke by an amount corresponding to the correction data to obtain a corrected target clutch stroke; and

means for providing the corrected target clutch stroke to said control means after the recovery from power insufficiency, such that the clutch engagement is controlled to follow the corrected target clutch stroke following said recovery.

2. A system as claimed in claim 1, wherein the correction data has an initial value equal to said difference and the value of the correction data is gradually reduced to zero with the passage of time.

3. A system as claimed in claim 2, wherein the reduction of the value of the correction data is inhibited when power insufficiency has occurred.

4. A system as claimed in claim 1, wherein said control means has a comparing means for comparing the actual clutch stroke, with a given target stroke and the clutch stroke is controlled in accordance with the result of the comparison by the comparing means.

5. A drive-off control system for a vehicle powered by an internal combustion engine whose rotational output is transmitted through a clutch to a wheel driving assembly, said system comprising:

means for detecting an amount of operation of an accelerating member;

a determining means for determining a target clutch stroke of the clutch in response to the amount of operation of an accelerating member in order to drive the vehicle off;

a first discriminating means for discriminating whether or not the engine is in a condition of power insufficiency;

a first control means responsive to said determining means for controlling the clutch in such a way that an actual clutch stroke follows the target clutch stroke for driving the vehicle off when said first discriminating means indicates a power insufficiency does not occur;

a change detecting means for detecting a change in the amount of operation of the accelerating member;

a second control means responsive to said change detecting means for controlling the clutch stroke of the clutch in accordance with the change in the amount of operation of the accelerating member;

a second discriminating means for discriminating whether or not the level of power insufficiency is within a predetermined range; and

,

means responsive to said second discriminating means for selecting said second control means instead of said first control means to control the clutch to obtain a clutch stroke which permits recovery from said power insufficiency when the level of power insufficiency is within the predetermined range.

6. A system as claimed in claim 5, wherein the predetermined range is set below a prescribed level of power insufficiency.

7. A system as claimed in claim 6, wherein the prescribed level is determined at a level wherein the probability of engine failure in the case of reduction in the slip rate of the clutch is relatively high.

8. A system as claimed in claim 6, wherein the control operation for clutch engagement is stopped when the level of power insufficiency exceeds the prescribed level.

9. A system as claimed in claim 5 further comprising a stroke detecting means for detecting an actual clutch stroke of the clutch;

means for producing correction data based on the difference between the target clutch stroke and the actual clutch stroke detected by said stroke detecting means at a time the operation condition of the engine has recovered from power insufficiency, and in response to said first discriminating means;

a correcting means for correcting the target clutch stroke by an amount corresponding to the correction data to obtain a corrected target clutch stroke instead of the target clutch stroke to said first control means after the recovery from power insufficiency, such that an operation of clutch engagement is controlled so as to follow the corrected target clutch stroke.

10. A system as claimed in claim 9, wherein an initial value of the correction data is equal to the difference between the actual and target clutch stroke and the value of the correction data is gradually reduced to zero with the passage of time.

11. A drive-off control method for controlling a clutch associated with an internal combustion engine for a vehicle in order to drive the vehicle off, said method comprising the steps of:

discriminating one of multiple levels of engine power insufficiency from the engine rotational speed;

determining control data for controlling the clutch stroke for driving the vehicle off in response to the discriminated level of power insufficiency; and

controlling a clutch stroke of the clutch in accordance with the control data.

12. A method as claimed in claim 11, wherein the level of power insufficiency is determined in response to a rotational speed of the engine and the amount of operation of an accelerating member.

13. A method as claimed in claim 11, wherein the control data includes data relating to a direction of operation of the clutch, and an operation speed of the clutch.

14. A drive-off control system for a vehicle powered by an internal combustion engine coupled through a clutch to a wheel driving assembly, said system comprising:

means for detecting the operation of an accelerator member of said internal combustion engine;

means for detecting one of a plurality of levels of power insufficiency experienced by said internal combustion engine; and

,

control means for controlling said clutch in a semi-engaging control mode when a condition of power inefficiency is experienced, said control means controlling a clutch stroke of said clutch based on the detected level of power insufficiency according to the following;

(a) if the level of power insufficiency exceeds a third level which represents a high probability of engine failure, clutch operation is ended;

(b) if the level of power insufficiency exceeds a second level representing a lower level of probability of engine failure than said third level, the clutch stroke is controlled in accordance with the operation of said accelerator member; and

,

(c) if the level of power inefficiency exceeds a first level of insufficiency representing a lower probability of engine failure than said second level, the clutch stroke is controlled according to a target clutch stroke.

15. The drive-off control system according to claim 14 further comprising means for detecting a slip rate for said clutch, and wherein said control means operates in said semi-engaging mode in response to either an indication by said means for detecting a condition of power insufficiency or a clutch slip rate which is above a predetermined rate.

16. The drive-off control system according to claim 14 wherein said control means enters said semi-engaging control mode when the accelerator member operation is within predetermined limits.

17. The drive-off control system according to claim 14 wherein said control means selects an initial clutch stroke following a recovery from a condition of power insufficiency identified by said third or second levels of power insufficiency, based upon the most recent measurement of clutch stroke upon entering said recovery, and subsequently modifies over time said most recent clutch stroke measurement to obtain said target clutch stroke.