JP3551583B2 - Auto clutch control device - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The clutch of an auto-clutch vehicle is controlled by a clutch actuator. The present invention relates to an auto-clutch control device in which the setting speed of the clutch connection (hereinafter referred to as "clutch speed") is improved.
[0002]
[Prior art]
In a manual vehicle, clutch control is performed by a clutch pedal. In an automatic clutch vehicle, clutch control is performed by a clutch actuator controlled by a clutch control signal from a controller.
FIG. 4 is a diagram illustrating an example of a clutch driven by a clutch actuator. FIG. 4A shows a state where the clutch is engaged, and FIG. 4B shows a state where the clutch is disconnected.
[0003]
In FIG. 4, 9 is a clutch, 90 is a crankshaft, 91 is a flywheel, 92 is a clutch disk, 93 is a pressure plate, 94 is a diaphragm spring, 95 is a release bearing, 96 is a clutch shaft, 97 is a release fork, and 98 is a release fork. A fulcrum, 99 is a rod, 20 is a clutch actuator, and 21 is a clutch stroke sensor.
[0004]
A donut-shaped clutch disc 92 is disposed opposite a flywheel 91 that rotates integrally with the crankshaft 90, and a pressure plate 93 is disposed behind the clutch disk 92. The diaphragm spring 94 normally presses the pressure plate 93 by its resilient force. However, when the center portion is pressed by a release bearing 95 slidable on the clutch shaft 96, the resilient force reverses. Release the pressure.
[0005]
The release bearing 95 is driven by a rod 99 of the clutch actuator 20, and its movement is controlled by a release fork 97 that rotates around a fulcrum 98. The clutch actuator 20 is controlled by a clutch control signal from a controller (not shown). When the rod 99 is moved to the right, the clutch is disengaged, and when it is moved to the left, it is brought into contact. The clutch stroke sensor 21 detects a clutch stroke by, for example, detecting the movement of the rod 99 with a potentiometer or the like.
[0006]
Similarly to the clutch of a manual vehicle, the clutch is normally engaged as shown in FIG. However, prior to starting or shifting, the clutch actuator 20 moves the rod 99 to the right and the release bearing 95 to the left to release the clutch as shown in FIG.
[0007]
Control of the clutch is performed at the time of starting or shifting, but at the time of starting or shifting, it is necessary to control the clutch to a half clutch first without disengaging the clutch immediately after disconnection. The control for the half clutch is performed based on a value of the half clutch point, in which a controller (not shown) sets a clutch stroke point (half clutch point) at which a half clutch state will be attained. The clutch is further engaged, and finally the complete connection process is performed. Hereinafter, these will be described.
[0008]
(Setting of half clutch point)
Initially, the controller is provided with a half-clutch initial setting value, which is used as a half-clutch point. Thereafter, every time the controller is set to neutral during operation, the following neutral neutral value is obtained by learning by the controller itself. "Learning point" is obtained, a position slightly in the direction of contact is set as a half-clutch point, and is used.
[0009]
The neutral learning point means that the transmission is neutral, the clutch is disengaged, the input shaft speed is 0 rpm, the clutch is gradually advanced in the contact direction, and the input shaft speed is set to a predetermined value (for example, engine speed). (Half of the number). This position is represented by a clutch stroke.
[0010]
(At start)
When it is detected that the accelerator pedal has been depressed and a start request has been issued, the clutch is first controlled from the position of complete disengagement to the half clutch point. When the input shaft rotation speed of the transmission increases, the transmission further proceeds in the tangential direction.
(During shifting)
When it is detected that the shift lever has been operated and a shift request has been issued, the clutch is first completely disengaged. When it is confirmed that the vehicle is engaged in the target gear, the vehicle is quickly controlled to the half-clutch point from the complete position. The contact speed near the half-clutch point is made slower, but thereafter the vehicle is quickly advanced again in the contact direction.
[0011]
(Setting of clutch speed)
In order to move the clutch to the half-clutch point, it is necessary to increase the engine speed by increasing the amount of injected fuel. Is an important factor. The clutch speed is set based on a map stored in the memory 5-1 of the A / T controller 5 in advance.
[0012]
FIG. 3 is a flowchart illustrating a conventional clutch speed setting method, and FIG. 8 is a diagram illustrating a map used for setting a clutch speed. FIG. 8A is a map in which the clutch speed is determined with respect to "engine speed-input shaft speed" (rotational speed difference), and FIG. 8B is a map in which the clutch speed is determined with respect to the accelerator opening. FIG. 8C is a map in which the clutch speed is determined with respect to the input shaft rotation speed.
Conventionally, the maximum clutch speed obtained from these maps has been adopted and set as the clutch speed.
[0013]
The set clutch speed is applied from the neutral learning point where the A / T controller 5 recognizes that the clutch disk starts to contact the opposing flywheel. It is slightly relaxed from the half-clutch point at which the driving force actually starts to be transmitted, and thereafter, the clutch is again moved toward the clutch complete connection at the set clutch speed.
[0014]
FIG. 5 is a diagram showing a time until the driving force is transmitted at the conventional clutch speed. In Figure 5, the left end as a clutch stroke reference point P _0, represents the clutch stroke. The clutch stroke up clutch complete contact P _E S _E, a clutch stroke up clutch fully disconnected point P _C and S _C, the clutch stroke to the neutral learning point P _N1 and S _N1, actually the driving force is transmitted the clutch stroke to the actual driving force transmission point P _G is set to S _G.
[0015]
The ordinate stood from the actual driving force transmission point P _G represents a time in which the clutch disks come moved from the neutral learning point. In the clutch speed set in such a way, the time required to move from the neutral learning point P _N1 until the actual driving force transmission point P _G, indicates that it is a t _1.
[0016]
(Conventional literature)
Note that, for example, Japanese Patent Application Laid-Open Nos. 60-1450 and 61-119440 disclose conventional documents relating to clutch control of an auto-clutch vehicle.
Japanese Patent Application Laid-Open No. 60-1450 discloses a technique in which clutch control is changed in accordance with clutch wear. For reference of the control, the slip ratio between the flywheel and the clutch disk in the clutch is set to 100%. The learning is performed for the case where the clutch stroke, which is%, is advanced in the contact direction from the complete engagement position and the case where the clutch stroke is advanced in the engagement direction from the complete engagement position.
[0017]
The technique disclosed in Japanese Patent Application Laid-Open No. 61-119440 is a technique for preventing a start shock when the load is light at the time of starting, and a delay in starting the running when the load is heavy. In this technology, a point at which the input shaft starts to rotate with no load (neutral) on the transmission and a point at which the input shaft starts to rotate with the load applied to the transmission (entering the traveling gear) are determined. A "weighted averaging process" is performed according to the state of wear and the weight of the vehicle at that time to determine a point at which the clutch is to be engaged.
[0018]
[Problems to be solved by the invention]
(problem)
If the clutch speed is set as described above, if the clutch bends or is unevenly worn due to uneven wear, the time required to reach the actual driving force transmission point becomes longer, and the engine becomes There was a problem that the clutch blew up and the clutch slipped.
[0019]
(Explanation of the problem)
First, consider the case where the clutch disk is bent. If the transmission was in neutral (neutral learning), the clutch shaft would rotate as long as the clutch disc was in light contact with the flywheel. Therefore, when the clutch disk is bent and a part thereof is inclined or protruded to the flywheel side, the neutral learning point is changed to the position on the disconnected side as compared with the case where the clutch disk is not bent.
On the other hand, the point at which the driving force actually starts to be transmitted is a point at which the clutch disk is brought into contact with the flywheel to some extent firmly. As a result, the distance from the neutral learning point becomes large.
[0020]
Further, if the wear of the clutch is progressing uniformly, the neutral learning point and the point at which the driving force actually starts to be transmitted change almost to the same extent, so that the interval between the two does not change so much. However, if the clutch disc is worn unevenly, the two do not change to the same extent. The neutral learning point changes to the position on the disconnected side, and the interval between them also becomes large.
[0021]
That is, the controller performing the neutral learning if they cause deflection or eccentric wear to the clutch, as shown in FIG. 5, the point P _N2 of the cross-sectional side from the neutral learning point P _N1 in the normal case, the neutral learning It will be obtained (learned) as a point.
[0022]
On the other hand, in the state that put the transmission in the running gear (gear-engaging state), but it is actually needed to be clutch driving force starts to be transmitted position actual driving force transmission point (the point of FIG. 5 P _G), the actual Since the driving force is not transmitted unless the clutch disc is pressed against the flywheel to some extent firmly, the actual driving force transmission point is not so different depending on whether the clutch disc is bent or not.
[0023]
Therefore, if the neutral learning point is moved to P _N2 and sectional side clutch stroke difference until the actual driving force transmission point P _G (S _D2 in FIG. _5), the clutch stroke difference when there is no deflection or eccentric wear (S _{D1 in} FIG. 5).
The time when moving clutch speed set therebetween is as shown by the dotted line arrow in FIG. 5, the time required t ₂ from the neutral learning point P _N2 until the actual driving force transmission point P _G is compared to the time t ₁ when the deflection and uneven wear was not, naturally it becomes long.
[0024]
A / T controller 5 is not going to control the amount of fuel injection is scheduled to increase the engine speed suitable for starting the actual driving force transmission during time t _1, the time t ₁ in yet real Since it does not reach the driving force transmission point, the engine speed becomes unnecessarily high. That is, the engine starts up and clutch slippage becomes severe.
An object of the present invention is to solve the above problems.
[0025]
[Means for Solving the Problems]
In order to solve the above problems, the present invention provides an automatic clutch control device in which a clutch is automatically controlled by a clutch actuator, an engine rotation sensor, a transmission input shaft rotation sensor, a clutch stroke sensor for detecting a clutch stroke, and a vehicle. Brake detection means for detecting that the brake is applied to the vehicle, vehicle stop detection means for detecting the stop of the vehicle, and input shaft rotation speed during the process of gradually engaging the clutch while the transmission is in neutral. A first storage means for storing a clutch stroke detected when the clutch stroke rises to a predetermined value as a neutral learning point; Times Second storage means for storing a clutch stroke detected when the number drops in the process of gradually engaging the clutch as a gear-in learning point, and storing a clutch stroke difference between the neutral learning point and the gear-in learning point. And a control means for correcting the clutch speed based on the clutch stroke difference, and controlling the clutch in the contact direction from the neutral learning point at the corrected clutch speed.
[0026]
(Outline of operation)
In the auto clutch control device, the clutch speed for moving from the neutral learning point to the position where the clutch is half-clutched is determined by increasing the engine speed so that the engine speed becomes appropriate when the clutch is half-clutched. It is necessary to take this into account.
[0027]
In the present invention, the clutch stroke (gear-in learning point) at which the transmission is geared in and the clutch is half engaged is determined, and the speed magnification is determined according to the interval between this point and the neutral learning point. Then, a value obtained by multiplying the clutch speed obtained by the conventional method by the speed magnification is set as the clutch speed.
Thus, when the interval is increased due to the bending or uneven wear of the clutch, the clutch speed is increased, so that the engine is prevented from running up and the clutch is prevented from slipping. It becomes possible.
[0028]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a diagram showing a vehicle drive unit in which the automatic clutch control device of the present invention is incorporated. In FIG. 1, 1 is an accelerator sensor, 2 is a gearshift command device (change lever device), 3 is a brake switch, 4 is a parking brake switch, 5 is an A / T controller (A / T ... Automatic Transmission), and 5-1 is Memory, 6 is a gear-in learning switch, 7 is an engine control actuator, 8 is an engine, 9 is a clutch, 10 is a transmission, 11 is a gear position detection switch, 12 is a gear shift unit, 13 is a solenoid valve, 14 is a drive shaft, and 15 is a drive shaft. A vehicle speed sensor, 16 is an air pipe, 17 is an air tank, 18 is an engine rotation sensor, 19 is an input shaft rotation sensor, 20 is a clutch actuator, 21 is a clutch stroke sensor, and 22 is an electromagnetic valve.
[0029]
The engine control actuator 7 controls the fuel injection amount of the engine according to a control signal from the A / T controller 5. When a shift command signal is output from the shift command device 2, the A / T controller 5 issues a control signal to the solenoid valve 13 to shift to a target gear. The solenoid valve 13 controls air from the air tank 17 to the gear shift unit 12 to shift gears in the transmission 10.
[0030]
When there is a start request or a shift request, the clutch 9 must first be disengaged, then controlled to the half-clutch point, and finally controlled to be engaged, but the control signal is sent from the A / T controller 5 to the solenoid valve. 22. The solenoid valve 22 controls air from the air tank 17 to the clutch actuator 20 to control the clutch.
[0031]
The gear-in learning switch 6 is a switch newly provided in the present invention, and is provided in a driver's seat. This is a switch used when the A / T controller 5 obtains a “gear-in learning point” described below. Here, the gear-in learning point is defined as the following clutch position.
That is, when the vehicle is braked and stopped, and the transmission 10 is engaged in the running gear (gear-in state), and the clutch is gradually advanced from the disengaged state to the engaged state, the engine speed becomes a predetermined value. Clutch position lowered by more than the value. This predetermined value is determined in advance.
[0032]
FIG. 7 is a flowchart illustrating a method of obtaining the gear-in learning point.
Step 1: The A / T controller 5 checks whether the gear-in learning switch 6 is turned on. That is, it is checked whether gear-in learning is instructed. The driver turns on the gear-in learning switch 6 when judging from the driving state of the vehicle and thinking that it is necessary to newly perform the gear-in learning.
[0033]
Step 2: Check whether the brake is applied. This is checked by signals from the brake switch 3 and the parking brake switch 4 which are the brake detecting means in FIG.
Step 3: Check whether the vehicle is stopped. This is checked by a signal from the vehicle speed sensor 15 which is also used as a vehicle stop detecting means. This is because, even if the brake is applied, if the vehicle is still moving, the input shaft of the transmission 10 is rotating and is not suitable for gear-in learning.
[0034]
Step 4: Check whether the transmission 10 is in the gear-in state. This is determined by a signal from the gear position detection switch 11.
It should be noted that if any of Steps 2 to 4 is NO, the condition for performing the gear-in learning is not satisfied, so that the process returns to Step 1.
[0035]
Step 5: A command is sent from the A / T controller 5 to the engine control actuator 7 to control the engine speed to a predetermined speed _NG slightly larger than the idle speed N _ID . The reason for making the value slightly larger is to maintain the idle speed N _ID even if the engine speed drops in step 7.
Step 6: Next, the clutch is advanced in the contact direction from the disengagement, and is gradually engaged.
[0036]
Step 7: The detection signal from the engine rotation sensor 18 is monitored to check whether or not the engine speed has dropped by a predetermined value or more. The reason that the value is equal to or more than the predetermined value is to exclude a slight drop like noise and indicate a drop of a significant size. That is, for example, a drop of the above-mentioned “predetermined rotation speed _NG −idling rotation speed N _ID ”.
If not, the process returns to step 2 to check whether the gear-in learning condition is still maintained. If at least one of the conditions in steps 2 to 4 is not satisfied (for example, when the brake is released), the process returns to step 1 to temporarily stop the gear-in learning. Then, it waits for the driver to turn on the gear-in learning switch 6 again.
[0037]
Step 8: When the engine speed drops, it is when the clutch is in the half-clutch state. This is because when the clutch is half-engaged, the driving force can be transmitted. However, the transmission 10 is geared in and the vehicle is braked, so that the clutch shaft 96 cannot rotate, and the engine speed is reduced. Is reduced.
Since the clutch position (clutch stroke) at this time is the point where the clutch is half-clutched under the current flexure or wear condition, the A / T controller 5 determines this as a “gear-in learning point”, the clutch stroke S _G, as gear-learning value is stored in memory 5-1 is a storage unit.
The above is the gear-in learning by the A / T controller 5.
[0038]
Next, a method of setting the clutch speed by using the gear-in learning point obtained as described above will be described.
FIG. 2 is a flowchart illustrating a clutch speed setting method according to the present invention, and FIG. 6 is a diagram illustrating a time until a driving force is transmitted at a clutch speed set according to the present invention. 6 correspond to those in FIG. Hereinafter, the clutch speed setting method will be described with reference to FIG. 2 while referring to FIG.
[0039]
Step 1: With reference to the map shown in FIG. 8, a clutch speed is obtained by the same method as in the related art, and is temporarily set as the clutch speed.
Step 2 ... Request clutch stroke difference S _D between the neutral learning point and the gear-learning point P _G. Is _{S D1} sought if the neutral learning point is _{P N1,} the _{S D2} obtained in the case of _{P N2.}
[0040]
Whether the neutral learning or the gear-in learning has been performed is determined by setting 0 (initial value) to a location in the memory 5-1 of the A / T controller 5 where the clutch stroke of the neutral learning point or the gear-in learning point is to be stored. Is determined based on whether a different value is stored. If it is stored, it has been learned.
[0041]
Step 3: It is checked whether or not the determined clutch stroke difference _SD is larger than the reference clutch stroke difference _SD0 . The reference clutch stroke difference _SD0 is a clutch stroke difference between the neutral learning point and the gear-in learning point in the initial state where the clutch has no bending or wear, and this value is obtained in advance and stored in the memory 5-1. deep.
[0042]
Step 4: If the clutch stroke difference _SD obtained in Step 2 is equal to or _smaller than the reference clutch stroke difference _SD0 , it means that the neutral learning point has not shifted to the disconnected side. Can be set. Therefore, the clutch speed provisionally set in step 1 is directly set as the official clutch speed.
[0043]
Step 5: If the clutch stroke difference _SD is larger than the reference clutch stroke difference _SD0 , first, a speed magnification K is obtained using a map as shown in FIG. The horizontal axis in FIG. 9 is the clutch stroke difference S _D , that is, “(neutral learning value) − (gear-in learning value)”. The vertical axis is the speed magnification K.
The horizontal axis starts from the reference clutch stroke difference S _D0 , and a slight dead zone ΔS _D is provided therefrom, during which the speed magnification K is set to one. The reason why the dead zone is provided is that the clutch speed is not increased if the clutch stroke difference _SD is slightly increased. As the clutch stroke difference _SD becomes larger, the speed magnification K also increases.
[0044]
Step 6: A value obtained by multiplying the temporarily set clutch speed of step 1 by the speed magnification K obtained in step 5 is set as the clutch speed.
[0045]
FIG. 6 is a diagram showing the time until the driving force is transmitted at the clutch speed set in the present invention. The reference numerals correspond to those in FIG. Gear-learning point P _G, since the point of actual recognition is A / T controller 5 and the actual driving force is started to be transmitted, corresponding to the actual driving force transmission point P _G in FIG.
[0046]
Deflection clutch occurs or wear and or progression, neutral learning point is shifted to P _N2, clutch stroke difference between the gear-learning point P _G is when spread and S _D2, the clutch speed is increased. Therefore, time required to reach the gear-learning point P _G is as shown in dotted arrows in FIG. 6, the neutral learning point takes only approximately the same time and when there the P _N1. Therefore, the engine does not blow up and the clutch slip does not become severe.
[0047]
【The invention's effect】
As described above, according to the automatic clutch control device of the present invention, the clutch stroke (gear-in learning point) at which the transmission is geared in and the clutch is half engaged is determined, and the interval between this point and the neutral learning point is determined. Set the speed magnification. Then, a value obtained by multiplying the clutch speed set by the conventional method by the speed magnification is set as the clutch speed.
[0048]
Therefore, when the above-mentioned interval becomes large due to the bending or uneven wear of the clutch or the like, the clutch speed is increased, so that the time required from the neutral learning point to the gear-in learning point becomes longer. No engine blow-up or severe clutch slippage.
[Brief description of the drawings]
FIG. 1 is a diagram showing a vehicle drive unit in which an automatic clutch control device according to the present invention is incorporated. FIG. 2 is a flowchart illustrating a clutch speed setting method performed in the present invention. FIG. FIG. 4 is a diagram showing an example of a clutch driven by a clutch actuator. FIG. 5 is a diagram showing a time until a drive force is transmitted at a conventional clutch speed. FIG. 6 is a diagram showing a clutch speed set in the present invention. FIG. 7 is a flowchart illustrating a method of determining a gear-in learning point. FIG. 8 is a diagram illustrating a map used to set a clutch speed. FIG. 9 is a diagram illustrating a speed magnification. Diagram showing the map of [Description of reference numerals]
DESCRIPTION OF SYMBOLS 1 ... Accelerator sensor, 2 ... Shift command device, 3 ... Brake switch, 4 ... Parking brake switch, 5 ... A / T controller, 6 ... Gear-in learning switch, 7 ... Engine control actuator, 8 ... Engine, 9 ... Clutch, 10 ... Transmission, 11 ... Gear position detection switch, 12 ... Gear shift unit, 13 ... Solenoid valve, 14 ... Drive shaft, 15 ... Vehicle speed sensor, 16 ... Air pipe, 17 ... Air tank, 18 ... Engine rotation sensor, 19 ... Input shaft rotation sensor , 20 ... clutch actuator, 21 ... clutch stroke sensor, 22 ... solenoid valve, 90 ... crankshaft, 91 ... flywheel, 92 ... clutch disc, 93 ... pressure plate, 94 ... diaphragm spring, 95 ... release bearing, 96 Clutch shaft, 97 ... release fork, 98 ... supporting point, 99 ... Rod

Claims (1)

In an automatic clutch control device in which a clutch is automatically controlled by a clutch actuator,
An engine rotation sensor,
A transmission input shaft rotation sensor,
A clutch stroke sensor for detecting a clutch stroke,
Brake detection means for detecting that the vehicle is braked;
Vehicle stop detection means for detecting stop of the vehicle,
A first storage unit that stores, as a neutral learning point, a clutch stroke detected when the input shaft rotation speed increases to a predetermined value in a process of gradually engaging the clutch while the transmission is in a neutral state;
With the vehicle braked and stopped and the transmission geared in, the clutch stroke detected when the engine speed, which had been maintained at the predetermined value, dropped in the process of gradually engaging the clutch, is used as the gear-in learning point. Second storage means for storing;
Third storage means for storing a clutch stroke difference between the neutral learning point and the gear-in learning point;
Control means for correcting the clutch speed based on the clutch stroke difference, and controlling the clutch in the contact direction from the neutral learning point at the corrected clutch speed;
An automatic clutch control device comprising:

Images