Clutch control method and device for vehicle with automatic transmission

• US 5,655,996 A
• Filed: 11/29/1995
• Issued: 08/12/1997
• Est. Priority Date: 05/25/1995
• Status: Expired due to Term

• Current Assignee: Mitsubishi Denki Kabushiki Kaisha (Mitsubishi Electric Corporation)
• Original Assignee: Mitsubishi Denki Kabushiki Kaisha (Mitsubishi Electric Corporation)
• Inventors: Ohtsuka, Toshio
• Primary Examiner(s): Bonck, Rodney H.
• Assistant Examiner(s): Kwon, Peter T.
• Application Number:
  US08/564,583
• Time in Patent Office: 622 Days
• Field of Search: 477/166, 477/174, 477/175, 477/181
• US Class Current: 477/166
• 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 10/107 with endless flexible members
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2510/0652 Speed change rate
• CPC Class Codes: B60W 2520/10 Longitudinal speed
• CPC Class Codes: B60W 2520/105 Longitudinal acceleration
• 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
• CPC Class Codes: F16H 2061/0015 Transmission control for optimising fuel consumptions
• CPC Class Codes: F16H 59/36 Inputs being a function of speed
• CPC Class Codes: F16H 59/44 dependent on machine speed of the machine, e.g. the vehicle
• CPC Class Codes: F16H 59/48 Inputs being a function of acceleration
• CPC Class Codes: F16H 61/21 Providing engine brake control
• CPC Class Codes: F16H 61/66259 using electrical or electronical sensing or control means
• CPC Class Codes: Y02T 10/60 Other road transportation technologies with climate change mitigation effect

Abstract

In the fuel cut state during deceleration, an actual vehicle speed Vs is compared with a target vehicle speed Vso when the direct coupling state is changed into a semi-coupling state, or otherwise an actual engine rotational speed Ne is compared with a return engine rotational speed Neo at the return from fuel cut. Then, if Vs≦Vso or Ne≦Neo+K (K is a positive predetermined value), the clutch is changed from the direct coupling state into the semi-coupling state. Thus, shock due to torque change at the time of return from fuel cut can be reduced, and during the coast down, the fuel cut state can be maintained until the low rotational speed is attained. Both improvement of fuel economy and efficient use of engine brake can be attained. Engine stall can be prevented at the time of abrupt braking.

Claims

1. A clutch control method for a vehicle with an automatic transmission having a clutch for connecting and disconnecting power transmission of the automatic transmission, comprising steps of:

restarting a fuel jet from a fuel cut state during deceleration; and

before said restarting step, changing the clutch from a direct coupling state into a semi-coupling state.

2. A clutch control method for a vehicle with an automatic transmission having a clutch for connecting and disconnecting power transmission of the automatic transmission, comprising a step of:

changing the clutch from a direct coupling state into a semi-coupling state before a fuel jet is restarted from a fuel cut state during deceleration, said clutch control method further comprising steps of;

inputting signals representative of an engine rotation speed (Ne) and a vehicle speed (Vs);

calculating an engine rotation speed changing rate (dNe/dt) a vehicle speed changing rate (dVs/dt) on the basis of the engine rotation speed and the vehicle speed;

obtaining a first correction value (Δ

Neo1) of the engine rotation speed at the restart of fuel on the basis of the engine rotation speed changing rate (dNe/dt);

obtaining a second correction value (Δ

Neo2) of the engine rotation speed at the restart of fuel on the basis of the vehicle speed changing rate (dVs/dt);

comparing the first correction value (Δ

Neo1) with the second correction value (Δ

Neo2) and adopting the larger one as a third correction value (Δ

Neo) of the engine rotation speed at the restart of the fuel;

correcting a predetermined engine rotation speed (Neo) at the restart of the fuel in accordance with the third correction value (Δ

Neo); and

changing the clutch from a direct coupling state into a semi-coupling state if the engine rotation speed (Ne) is smaller than the corrected engine rotation speed at the restart of the fuel.

3. A clutch control method as claimed in claim 2, wherein said first correction value (Δ

Neo1) is obtained by using a prescribed map representing a relation of the engine rotational speed changing rate (dNe/dt) and the first correction value (Δ

Neo1), while said second correction value (Δ

Neo2) is obtained by using a prescribed map representing a relation of the vehicle speed changing rate (dVs/dt) and the second correction value (Δ

Neo2).

4. A clutch control device for a vehicle with an automatic transmission having a clutch for connecting and disconnecting power transmission of the automatic transmission, comprising:

a clutch state determination means for comparing, in a fuel cut state during deceleration, one of an actual vehicle speed (Vs) with a target vehicle speed (Vso), and an actual engine rotational speed (Ne) with an engine rotational speed (Neo) at a return from the fuel cut state; and

clutch control means for changing the clutch from a direct coupling state into a semi-coupling state if the actual vehicle speed (Vs) is less than or equal to the target vehicle speed (Vso), or if the actual engine rotational speed (Ne) is less than or equal to the engine rotational speed (Neo) at the return from the fuel cut state plus a first positive predetermined value.

5. A clutch control device as claimed in claim 4, wherein if the actual vehicle speed (Vs) is less than or equal to the target vehicle speed (Vso), or if the actual engine rotational speed (Ne) is less than or equal to the engine rotational speed (Neo) at the return from the fuel cut state plus a correction coefficient (Δ

Neo) and a second positive predetermined value, then the clutch is changed from the direct coupling state into the semi-coupling state, and the correction coefficient (Δ

Neo) where the clutch is changed from the direct coupling state into the semi-coupling state is changed by one of a changing rate (dVs/dt) of the actual vehicle speed (Vs) and a changing rate (dNe/dt) of the actual engine rotational speed (Ne).

6. A clutch control method for a vehicle with an automatic transmission having a clutch for connecting and disconnecting power transmission of the automatic transmission, comprising steps of:

comparing, in a fuel cut state during deceleration, one of an actual vehicle speed with a target vehicle speed, and an actual engine rotational speed with an engine rotational speed at a return from the fuel cut state; and

changing the clutch from a direct coupling state into a semi-coupling state when the actual vehicle speed is less than or equal to the target vehicle speed, or when the actual engine rotational speed is less than or equal to the engine rotational speed at the return from the fuel cut state plus a positive predetermined value.