Clutch Control System for Slope Driving and Engine Braking
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Solution Overview
Problem
Existing clutch control systems fail to effectively manage engine braking and gear position mismatch during slope driving, leading to issues like engine stall and inability to perform reverse movement using gravity while in forward gear.
Innovation Solution
A clutch control system with a half-clutch control mechanism that adjusts the clutch actuator's pressing force based on rotational speed differences and conditions, allowing for engine braking and gravity-assisted movement regardless of gear position and direction mismatch.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If the clutch is engaged to apply engine braking during coasting, then deceleration performance is improved, but engine stall occurs when gear position and vehicle movement direction are mismatched
Solution Approach 1:
The clutch control system dynamically adjusts the clutch engagement state based on real-time detection of gear position and vehicle movement direction. When a mismatch is detected, the system prevents clutch engagement to avoid engine stall, while allowing engagement when matched to enable effective deceleration. This dynamic adaptation resolves the contradiction between deceleration performance and engine stall prevention.
Solution Approach 2:
The system incorporates feedback mechanisms that continuously monitor gear position and vehicle movement direction, using this information to make real-time control decisions about clutch engagement. The feedback loop ensures that clutch engagement only occurs when the gear position matches the movement direction, preventing engine stall while maintaining deceleration capability.
2Adaptability or versatility
If the clutch is disengaged to allow gravity-assisted movement on slopes, then adaptability to slope driving is improved, but engine braking control is lost
Solution Approach 1:
The system dynamically switches between clutch disengaged and engaged states based on driving conditions. During slope driving where gravity assistance is needed, the clutch remains disengaged to allow free movement. When engine braking is required and gear position matches movement direction, the clutch engages to provide controlled deceleration. This dynamic state switching resolves the contradiction between slope adaptability and engine braking control.
3Device complexity
If traditional clutch control is used during coasting, then system simplicity is maintained, but inability to handle gear position mismatch occurs
Solution Approach 1:
The clutch control system is enhanced to perform multiple functions: traditional deceleration control, slope driving adaptation, and gear position mismatch detection. By integrating these functions into a unified control system that monitors both gear position and movement direction, the system handles diverse driving scenarios without requiring separate complex subsystems, thus resolving the contradiction between simplicity and adaptability.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
Enables reliable engine braking and gravity-assisted movement on slopes without engine stall, even when gear position and direction are mismatched, by dynamically controlling the clutch's engagement and disengagement states.
Implementation Method 1
a clutch actuator arranged to increase and decrease a mutually pressing force of the driving side portion and the driven side portion
Data Source
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AI summary
A clutch control system for vehicle is applied to a vehicle (1) having a clutch (3) and a transmission (4) disposed in a power transmission path (6) from an engine (2) to a vehicle wheel (5). The system includes a first rotational speed detecting unit (28) to detect a driving side rotational speed of the clutch (3), a second rotational speed detecting unit (16, 50) to detect a driven side rotational speed of the clutch (3), a half-clutch control unit (10, S5, S33, S34, S44, S45, S53 to S55), and a half-clutch transition control unit (10, S4, S11 to S13). The half-clutch control unit (10, S5, S33, S34, S44, S45, S53 to S55) executes a first half-clutch control on the clutch actuator (11) when a gear position of the transmission (4) and a rotational direction of a driven side portion (32) of the clutch (3) are matched and executes, on the clutch actuator (11), a second half-clutch control, differing from the first half-clutch control, when the gear position of the transmission (4) and the rotational direction of the driven side portion (32) of the clutch (3) are not matched.