JP6973215B2 - A control device in a clutch system and a clutch control device equipped with the control device. - Google Patents

Description

The present disclosure discloses a control device in a clutch system configured to control engagement and disengagement of the clutch device by controlling the supply and discharge of a working fluid to the clutch actuator, and a clutch control including the control device. Regarding the device.

Conventionally, there is known a technique of controlling the transmission of driving force between an engine and a speed change mechanism by arranging a clutch, that is, a clutch device, between the engine and a speed change mechanism and controlling the engagement and disengagement of the clutch device. .. Further, a technique of controlling the engagement and disengagement of a clutch device by using a fluid (working fluid) such as air and hydraulic oil is also known.

For example, Patent Document 1 discloses that a clutch for connecting a transmission to an output shaft of an engine, that is, a clutch device, is mechanically controlled by a clutch booster according to a hydraulic pressure controlled by a clutch actuator. The clutch actuator is controlled by an automatic clutch control device. Then, this automatic clutch control device calculates the target clutch torque from the information of the accelerator opening, converts it to the target clutch position using the torque / position conversion map, and physically sets the clutch position to this target clutch position. Outputs a control signal to move to. The torque / position conversion map holds a large number of maps corresponding to the mechanical characteristics of the clutch and the secular change of the characteristics, and is configured to select and use one of them. Is described in Patent Document 1.

Japanese Unexamined Patent Publication No. 2012-2236

By the way, the clutch device is required to have responsiveness and stability. This is especially important when the clutch member of the clutch device is worn. However, in the above-mentioned clutch device of Patent Document 1, the control for moving the clutch position is performed in consideration of the secular change of the clutch, but this is only directed to the control for the clutch transmission torque in the half-clutch region. No. On the other hand, for example, by controlling the operation of the clutch actuator by PID control, it is possible to suppress the influence of wear of the clutch member to some extent, but there is a limit to the suppression.

Therefore, an object of the technique of the present disclosure is to operate the clutch device in a responsive and stable manner even when the clutch member of the clutch device is worn.

In order to achieve the above object, the technique of the present disclosure is provided to enable switching between the clutch device and the clutch member in the clutch device, and the clutch member is provided according to the amount of working fluid in the pressure chamber. A control device in a clutch system comprising a clutch actuator configured to change the amount of action on the clutch actuator and at least one valve for adjusting the amount of working fluid in the pressure chamber of the clutch actuator, the clutch. A valve control unit configured to control at least one valve in order to control the operation of the clutch actuator in the disconnection / disconnection switching process, and a wear amount estimation unit configured to estimate the wear amount of the clutch member. And a wear amount reflecting unit configured to reflect the wear amount estimated by the wear amount estimation unit in the control in the valve control unit, and the valve control unit is in the clutch disconnection / disconnection switching process. Control of the at least one valve reflecting the amount of wear estimated by the amount of wear estimation unit is executed so that the amount of action of the working member of the clutch actuator on the clutch device is substantially the same in the same process. do,
Provides a control device.

For example, when the clutch actuator includes a cylinder and a piston provided as the acting member in the cylinder so as to be movable according to the amount of working fluid in the pressure chamber, the valve control unit disengages the clutch. Control of the at least one valve reflecting the wear amount estimated by the wear amount estimation unit is executed so that the stroke change amount of the piston of the clutch actuator becomes substantially the same in the same process in the contact switching process. It is good to do.

Preferably, the wear amount reflecting unit reflects the wear amount in the control of the at least one valve in the clutch engagement process by the valve control unit and the control of the at least one valve in the clutch disengagement process.

Preferably, the clutch actuator comprises a cylinder and a piston provided as the acting member in the cylinder so as to be movable according to the amount of working fluid in the pressure chamber, and the wear amount estimation unit is the piston. The wear amount of the clutch member is estimated based on the comparison result between the stroke value of the piston and the reference value acquired based on the output of the sensor for detecting the stroke of the clutch member, and the wear amount reflecting unit estimates the wear amount. The wear amount is set to the at least one valve in the valve control unit so as to shift the target initial stroke position of the piston of the clutch actuator in the clutch engagement / disengagement switching process by the amount corresponding to the wear amount estimated by the unit. Reflect in the control of.

The art of the present disclosure also provides a clutch control device comprising the control device and the at least one valve for adjusting the amount of working fluid in the pressure chamber of the clutch actuator.

According to the above-mentioned technique of the present disclosure, since the above-mentioned structure is provided, the clutch device can be operated responsively and stably even when the clutch member of the clutch device is worn.

It is a schematic block diagram of the clutch system to which the control device which concerns on one Embodiment of this disclosure is applied. It is a functional block diagram of the control device in the clutch system of FIG. It is a flowchart of the wear amount reflection processing in the control device of FIG. It is a flowchart of the clutch disengagement processing control in the control device of FIG. It is a flowchart of the clutch contact processing control in the control device of FIG. It is a schematic diagram for demonstrating the result of the valve control by reflecting the wear amount.

Hereinafter, an embodiment according to the present disclosure will be described with reference to the accompanying drawings. The same parts are designated by the same reference numerals, and their names and functions are also the same. Therefore, detailed explanations about them will not be repeated.

FIG. 1 is a schematic configuration diagram of a clutch system 1 including a control device in a clutch system (hereinafter, may be simply referred to as a “control device”) according to an embodiment of the technique of the present disclosure.

The clutch system 1 includes a clutch device 10, a clutch actuator 20, a clutch control device 2, and a stroke sensor 18.

The clutch device 10 includes a flywheel 12, a clutch disc 13, a pressure plate 14, a clutch cover 15, a diaphragm spring 16, and a release bearing 17. The clutch disc 13 constitutes a clutch member, and the diaphragm spring 16 is a spring member, that is, an elastic member.

The flywheel 12 is rotatably connected to a crankshaft 11 to which a driving force of an engine (not shown) is transmitted. A clutch cover 15 is fixed to the side of the outer peripheral edge of the flywheel 12 opposite to the crankshaft 11.

The clutch disc 13 has a mounting portion 13A spline-fitted to an input shaft 31 of a transmission (not shown) coaxially arranged with the crankshaft 11 so as to be movable in the axial direction and integrally rotatable, and an outer peripheral portion of the mounting portion 13A. It has an annular disc body portion 13B fixed to the disk body 13B and friction plates 13C fixed to both sides of the outer edge portion of the disc body portion 13B.

The pressure plate 14 is arranged so as to be in contact with the friction plate 13C on the side opposite to the flywheel 12 of the clutch disc 13. The outer edge of the diaphragm spring 16 is arranged so as to be in contact with the surface of the pressure plate 14 opposite to the flywheel 12, and when the pressure plate 14 is pressed by the diaphragm spring 16, the clutch disc 13 is flywheeled. It is possible to press contact with 12. When not pressed by the diaphragm spring 16, the pressure plate 14 is moved to the opposite side of the flywheel 12 by a spring (not shown) so that the clutch disc 13 is not pressed against the flywheel 12. ..

The diaphragm spring 16 is a substantially conical spring member under no load, and an intermediate portion between the inner edge portion and the outer edge portion is attached to the clutch cover 15. The outer edge of the diaphragm spring 16 is arranged so as to be in contact with the flywheel 12 of the pressure plate 14, and the inner edge of the diaphragm spring 16 is arranged so as to be in contact with the surface of the release bearing 17 on the flywheel 12 side. Has been done.

In the present embodiment, when the release bearing 17 does not press the inner edge of the diaphragm spring 16 toward the flywheel 12, the outer edge of the diaphragm spring 16 presses the pressure plate 14 toward the flywheel 12 and the clutch disc. The 13 is pressed against the flywheel 12, that is, the clutch device 10 is brought into contact with the flywheel 12. In short, the diaphragm spring 16 is configured to act by exerting a urging force on the clutch member 13. On the other hand, when the release bearing 17 presses the inner edge portion of the diaphragm spring 16 toward the flywheel 12, the outer edge portion of the diaphragm spring 16 moves to the side opposite to the flywheel 12, and the outer edge portion of the diaphragm spring 16 moves. The pressure plate 14 is not pressed, the clutch disc 13 is not pressed against the flywheel 12, that is, the clutch device 10 is disconnected. In short, this eliminates the urging force from the diaphragm spring 16 to the clutch disc 13 as the clutch member.

In the release bearing 17, the flywheel 12 side of the inner ring is in contact with the inner edge portion of the diaphragm spring 16, and the side opposite to the flywheel 12 of the outer ring is connected to the piston 22 described later of the clutch actuator 20. The spring 16 and the piston 22 can rotate relative to each other, and can move in the axial direction of the input shaft 31 as the piston 22 moves in the axial direction.

The clutch actuator 20 has a cylinder 21 (as a cylinder member) arranged so as to be relatively rotatable around the input shaft 31, and a piston 22 (as a piston member) which is axially movable in the cylinder 21. The pressure chamber 23 is formed by the surface of the piston 22 opposite to the flywheel 12 and the inner wall of the cylinder 21, and is opened by the outer peripheral surface of the piston 22, the surface on the flywheel 12 side, and the inner wall of the cylinder 21. The chamber 24 is formed.

The cylinder 21 is provided with a supply pipe 25 for supplying air (an example of a working fluid) in the pressure chamber 23 and a discharge pipe 26 for discharging air from the pressure chamber 23. Here, since air is used as the working fluid, the supply pipe 25 may be referred to as an air supply pipe, and the exhaust pipe 26 may be referred to as an exhaust pipe. Further, the cylinder 21 is formed with an opening hole 21A for communicating the opening chamber 24 with the outside (for example, the outside having an atmospheric pressure).

According to the clutch actuator 20, by supplying air into the pressure chamber 23, the piston 22 can be moved to the flywheel 12 side to disengage the clutch device 10. On the other hand, by discharging air from the pressure chamber 23, the piston 22 can be moved to the opposite side of the flywheel 12 by the elastic force of the diaphragm spring 16 to bring the clutch device 10 into contact with the flywheel 12. As described above, the clutch actuator 20 is provided to enable switching between the state of the clutch disc 13 in the clutch device 10, that is, the engagement and disengagement, and the amount of action on the clutch disc 13 according to the amount of air in the pressure chamber 23. Specifically, here, the amount of action from the piston 22 to the clutch disc 13 via the diaphragm spring 16 and the release bearing 17, that is, the stroke of the piston 22 is configured to change.

The clutch control device 2 has a supply valve 41 arranged between a supply side (air supply side in FIG. 1) for supplying air and a supply pipe 25, and an exhaust side (exhaust side in FIG. 1) for discharging air. ) And the discharge valve 42 arranged between the discharge pipe 26 and a control device including a functional unit configured to control the valves 41 and 42. This control device corresponds to the electronic control unit (ECU) 50. That is, the ECU 50 corresponds to the control device in the clutch system 1. Further, the supply valve 41 and the discharge valve 42 are provided as adjustment valves for adjusting the flow rate of air (as a working fluid) to the pressure chamber 23. Although not shown, compressed air having a predetermined pressure or higher is stored in the tank in FIG. 1 at a destination different from the supply pipe 25 side of the supply valve 41, although not shown.

Under the control of the ECU 50, the supply valve 41 stops the supply of air by communicating the supply side and the pressure chamber 23 to supply air (supply state) and shutting off the supply side and the pressure chamber 23. It can be switched to the state (supply stop state). In the present embodiment, the supply valve 41 is configured to be able to switch between a supply state and a supply stop state under the control of the ECU 50, and is the ratio of the time during which the supply state is set to the entire time of one cycle (duty ratio). ) Can be changed to adjust the air supply amount.

The discharge valve 42 communicates with the discharge side and the pressure chamber 23 to discharge air (discharge state), and shuts off the discharge side and the pressure chamber 23 to stop air discharge (discharge stop state). ) And can be switched to. In the present embodiment, the discharge valve 42 is configured to be able to switch between a discharge state and a discharge stop state under the control of the ECU 50, and the ratio of the time during which the discharge state is set to the entire time of one cycle (duty ratio). ) Can be changed to adjust the amount of air discharged.

The stroke sensor 18 is provided to detect the amount of movement of the piston 22 of the clutch actuator 20 from a predetermined reference position, that is, the stroke value. The stroke sensor 18 outputs a signal corresponding to the stroke amount to the ECU 50.

Next, the ECU 50 will be described in detail.

FIG. 2 is a functional configuration diagram of an ECU 50 having a function as a control device according to the present embodiment.

The ECU 50 includes a known computing device (for example, a CPU (Central Processing Unit)), a storage device (for example, a ROM (Read Only Memory), a RAM (Random Access Memory)), an input / output port, and the like, and has a configuration as a so-called computer. .. Here, the ECU 50 includes a functional unit as a control device for the clutch system 1. The ECU 50 also includes various functional units such as engine control and transmission control, but it does not have to be provided. In the following, the functional unit as the control device of the clutch system 1 will be described, and the description of the other functional units will be omitted.

The ECU 50 includes a functional unit that bears each function of the clutch operation determination unit 51 and the valve control unit 52. Further, the ECU 50 includes a functional unit that bears each function of the wear amount estimation unit 63 and the wear amount reflection unit 64. Each of these functional units will be described as being included in the ECU 50 which is integrated hardware, but any part of them may be provided in separate hardware.

The clutch operation determination unit 51 needs to start the clutch disengagement operation based on the vehicle speed acquired based on the output from the vehicle speed sensor (not shown), the accelerator opening degree acquired based on the output from the accelerator opening sensor, and the like. It is determined whether or not the clutch is disengaged, and if it is necessary to start the clutch disengagement operation, the determination result to that effect is output to the valve control unit 52. Further, the clutch operation determination unit 51 determines whether or not it is necessary to start the clutch engagement operation (for example, whether or not the gear shifting of the transmission is completed), and when it is necessary to start the clutch engagement operation. Outputs the determination result to that effect to the valve control unit 52. The clutch operation determination unit 51 is configured to determine the completion of the clutch disengagement operation and the completion of the clutch engagement operation, and determines the completion thereof based on the output sent after a series of controls from the valve control unit 51. And further, the output of the determination result can be returned to the valve control unit 51.

When the valve control unit 52 receives the output of the determination result that the clutch disengagement operation is started from the clutch operation determination unit 51, the valve control unit 52 executes the control process for the supply valve 41, and the clutch operation determination unit 51 executes the control process. When the output to the effect that the clutch engagement operation is started is received, the control process is executed for the discharge valve 42.

The valve control unit 52 includes a target value setting unit 53, an adjustment flow rate determination unit 54, a pressure estimation unit 59, a duty ratio map storage unit 60 as an example of the duty ratio information storage means, and a duty ratio determination unit 61. An output unit 62 is provided as an example of the control output means.

The target value setting unit 53 determines the target value XT of the stroke of the piston 22 corresponding to the disengagement operation of the clutch device 10 or the contact operation of the clutch device 10, and outputs the target value XT to the adjustment flow rate determination unit 54. The target value XT is an initial value in the disengaged state or the contact state of the clutch device in the initial stage, that is, in the stage where the clutch disc is not worn.

The adjustment flow rate determination unit 54 determines the air in the pressure chamber 23 based on the target value XT input from the target value setting unit 53 and the actual stroke value X of the piston 22 acquired based on the output from the stroke sensor 18. The adjusted flow rate (mass flow rate) σ for adjusting (supplying or discharging) is determined.

The adjustment flow rate determination unit 54 includes a feedforward control unit 55 as an example of feedforward means, a calculation unit 56, a PID control unit 57 as an example of feedback means, and a calculation unit 58.

The feedforward control unit 55 determines the feedforward value σff regarding the adjustment flow rate corresponding to the target value XT input from the target value setting unit 53, and outputs the feedforward value σff to the calculation unit 58. The correspondence between the target value XT and the feedforward value σff can be grasped experimentally in advance.

The calculation unit 56 calculates the difference between the target value XT input from the target value setting unit 53 and the stroke value X acquired based on the output from the stroke sensor 18, and outputs the difference to the PID control unit 57.

The PID control unit 57 executes PID control (Proportional-Integral-Differential Controller) by inputting the difference between the target value XT and the stroke amount X from the calculation unit 56, and determines the feedback value σfb regarding the adjusted flow rate. , Is output to the calculation unit 58.

The calculation unit 58 adds the feedforward value σff input from the feedforward control unit 55 and the feedback value σfb input from the PID control unit 57 to calculate the adjusted flow rate σ for adjusting the pressure chamber 23. The adjusted flow rate σ is output to the duty ratio determination unit 61.

The pressure estimation unit 59 estimates the pressure value (estimated value) P ^ actuator in the pressure chamber 23 based on the stroke value X of the piston 22 acquired based on the output of the stroke sensor 18. Here, as a method of estimating the pressure in the pressure chamber 23 from the stroke value X, a table showing the correspondence relationship between the stroke amount X and the pressure in the pressure chamber 23 corresponding to the stroke value X is shown in the ECU 50 in advance. It may be stored in a memory (not shown) and the pressure value P ^ actuator of the pressure chamber 23 corresponding to the stroke value X may be obtained from the table, or the pressure value P ^ actuator may be estimated from the stroke value X. A state estimator such as a Kalman filter for this purpose may be prepared, and the pressure value P ^ actuator may be obtained by passing the stroke amount X and the adjusted flow rate σ through the state estimator.

The duty ratio map storage unit 60 operates a valve (41, 42) for adjusting the adjusted flow rate σ of the air in the pressure chamber 23, the pressure Pactuator in the pressure chamber 23, and the adjusted flow rate in the pressure state. A duty ratio map showing the relationship with the duty ratio (Duty ratio) is stored. The duty ratio map storage unit 60 is composed of, for example, a memory (not shown) of the ECU 50.

The duty ratio determination unit 61 refers to the duty ratio map of the duty ratio map storage unit 60 by using the adjusted flow rate σ input from the calculation unit 58 and the pressure value P ^ actuator input from the pressure estimation unit 59. As a result, the duty ratio when operating the valve is determined and output to the output unit 62.

The output unit 62 is a control signal for operating the valve to be controlled (supply valve 41 when the clutch is disengaged, discharge valve 42 when the clutch is engaged) according to the duty ratio input from the duty ratio determination unit 61. Is output.

The wear amount estimation unit 63 is configured to estimate the wear amount of the clutch disc 13 and the like, which are clutch members. Specifically, the amount of wear is determined by comparing the stroke value of the piston 22 acquired based on the output of the stroke sensor 18 when the clutch device 10 is in contact with the reference stroke value at a predetermined time. estimate. Although the reference stroke value is stored in advance as the stroke value in the clutch-engaged state at the stage where the clutch disc 13 is not worn, it may be learned.

The wear amount reflecting unit 64 receives an output corresponding to the wear amount from the wear amount estimation unit 63, and reflects the wear amount in the control of the valves 41 and 42 in the valve control unit 52. The correction value for the target value XT determined in is calculated. Therefore, the above-mentioned target value XT is a value that reflects the amount of wear of the clutch disc 13.

Here, the estimation of the friction amount of the clutch disc 13 will be described with reference to the flowchart of FIG. The arithmetic processing according to the routine of FIG. 3 is performed only once when the engine is stopped, but the technique of the present disclosure does not exclude that it is performed at other times.

The wear amount estimation unit 63 compares the stroke value of the piston 22 acquired based on the output of the stroke sensor 18 with the reference stroke value, and searches for data or the like determined in advance based on an experiment or the like based on the comparison result. Therefore, the amount of wear is estimated (step S301).

Then, the wear amount reflecting unit 64 receives an output corresponding to the wear amount estimated by the wear amount estimation unit 63, and refers to data (for example, mapped data) determined in advance based on the experiment with the wear amount. To calculate the correction value (step S303). This correction value is output to the valve control unit 21. This correction value shifts the target initial stroke position of the piston 22 of the clutch actuator 20 in the clutch engagement / disengagement switching process, that is, the target value XT determined by the above-mentioned target value setting unit 53 by the amount corresponding to the estimated wear amount. As determined.

Next, the processing operation in the clutch system 1 according to the present embodiment will be described.

FIG. 4 is a flowchart of the clutch disengagement process according to the present embodiment. The clutch disengagement process is a process performed when the clutch device 10 is in contact with the clutch device 10.

The calculation and control according to the clutch disengagement processing routine of FIG. 4 are started, for example, when the power of the vehicle is turned on (the key switch of the ignition switch is turned on).

The clutch operation determination unit 51 is for shifting by the transmission based on the vehicle speed acquired based on the output from the vehicle speed sensor (not shown), the accelerator opening degree acquired based on the output of the accelerator opening sensor, and the like. It is determined whether or not it is necessary to start the clutch disengagement process (step S401). (One of the clutch engagement / disengagement switching processes (clutch engagement / disengagement switching processes)) When the determination result is that it is necessary to start the clutch engagement / disengagement process (affirmative determination in step S401), step. Proceed to S403. On the other hand, when the determination result is that it is not necessary to start the clutch disengagement process (negative determination in step S401), step S401 is executed again.

The valve control unit 52, which receives the output of the determination result of starting the clutch disengagement process from the clutch operation determination unit 51, controls the supply valve 41 (step S403). Specifically, the control of the supply valve 41 in the valve control unit 52 is performed as follows. That is, the target value setting unit 53 outputs the target target value XN in the clutch disengagement operation. However, this target value XN is a value to which the above-mentioned correction value calculated based on the routine of FIG. 3 received by the valve control unit 52 is applied. Then, the adjusted flow rate determining unit 54 outputs the adjusted flow rate σ based on the target value XT and the stroke amount X acquired based on the output from the stroke sensor 18. Further, the pressure estimation unit 59 estimates the pressure value P ^ actuator based on the stroke amount X, and the duty ratio determination unit 61 refers to the duty ratio map of the duty ratio map storage unit 60, and adjusts the adjustment amount σ and the pressure value P. Determine the duty ratio corresponding to ^ actuator. Then, the output unit 62 outputs a signal to control the operation of the supply valve 41 according to the determined duty ratio. As described above, the duty ratio map corresponds to a conversion map for deriving a control signal for controlling the stroke of the piston 22, as is clear from the fact that the adjusted flow rate σ is based on the stroke value of the piston 22. That is, in the present embodiment, the valve control unit 52 determines the duty ratio for controlling the stroke of the piston 22, that is, the control signal by referring to the predetermined conversion map based on the acquired stroke value.

This control (step S403) is positively determined by the clutch disconnection completion determination (step S405) of whether or not the stroke value X acquired by the clutch operation determination unit 51 based on the output from the stroke sensor 18 has reached the target value XT. It is executed repeatedly until it is done.

Then, when the stroke amount X reaches the target value XT (affirmative determination in step S405), the clutch operation determination unit 51 outputs a signal to stop the clutch operation to the valve control unit 52. As a result, control for closing the supply valve 41 is executed (step S407). This ends the routine.

FIG. 5 is a flowchart of the clutch engagement process according to the present embodiment. The clutch engagement process is a process performed when the clutch device 10 is in the disengaged state.

The calculation and control according to the clutch engagement processing routine of FIG. 5 are started, for example, when the power of the vehicle is turned on (the key switch of the ignition switch is turned on).

The clutch operation determination unit 51 determines whether or not it is necessary to start the clutch engagement process after the shift by the transmission is completed (step S501). When it is determined that it is not necessary to start the clutch engagement process (which is one of the clutch engagement / disengagement switching processes) (negative determination in step S501), the determination step in step S501 is repeatedly executed. ..

Upon receiving the output of the clutch engagement start determination result from the clutch operation determination unit 51, the valve control unit 52 opens and controls the discharge valve 42 (step S503). Specifically, the discharge valve 42 is controlled by the valve control unit 52 as follows. That is, the target value setting unit 53 outputs the target value XN as the target in the clutch engagement operation. The target value XN is a value to which the above-mentioned correction value calculated based on the routine of FIG. 3 received by the valve control unit 52 is applied. Then, the operation of the discharge valve 42 is controlled based on this target value XT. Since this control is substantially the same as the description of the above control (step S403), further description thereof will be omitted here.

This control (step S503) is executed in step S505 until the clutch operation determination unit 51 determines affirmatively in the determination of whether or not the clutch engagement is completed. This determination is performed in the same manner as the clutch disengagement determination (step S405). Then, when it is determined that the clutch engagement is completed (affirmative determination in step S505), the clutch operation determination unit 51 outputs the output of the determination result to stop the clutch engagement operation to the valve control unit 52. As a result, the valve control unit 52 outputs a signal for closing the discharge valve 42 to the discharge valve 42 (step S507). This ends the routine.

Here, based on FIG. 6, a target value to which a correction value based on the friction amount is applied, that is, a stroke of the piston 22 by the clutch engagement / disengagement switching process will be described. FIG. 6 schematically shows a piston in the cylinder 21 after the clutch engagement / disengagement switching process. When there is almost no wear on the clutch disk 13, that is, when the correction amount is almost zero, the reference numeral "22a" is attached to the piston after the clutch disengagement process, and the reference numeral "22b" is attached to the piston after the clutch engagement process. .. Further, when the clutch disc 13 is worn to some extent, the reference numeral "22a'" is attached to the piston after the clutch disengagement process, and the reference numeral "22b'" is attached to the piston after the clutch engagement process. In FIG. 6, the engine E side is on the left side in the figure, and the transmission T side is on the right side in the figure.

As is clear from the above description, the wear amount is similarly applied to the control in the clutch disengagement process (control based on FIG. 4) and the control in the clutch engagement process (control based on FIG. 5). Therefore, as shown in FIG. 6, in the state of the clutch at that time, the distance between the position of the piston 22 after the clutch disengagement process, that is, the stroke value and the position of the piston 22 after the clutch engagement process, that is, the stroke value is almost the same. Is. That is, in FIG. 6, the distance (stroke change amount) St1 between the piston 22a and the piston 22b is substantially the same as the distance (stroke change amount) St2 between the piston 22a'and the piston 22b'. As described above, according to this control, the amount of movement of the piston can be made substantially the same in the clutch engagement / disengagement switching process. Therefore, it is possible to prevent the wasteful supply operation of air to the pressure chamber 23 and the wasteful discharge operation of air from the pressure chamber 23 by the above control. That is, regardless of the amount of wear in the clutch device 20, by controlling the supply valve 41 in the clutch disengagement processing control, the working fluid of an appropriate amount or pressure is supplied to the pressure chamber 23, and the piston is substantially the same as the initial state. Can be moved. (Here, the amount of the working fluid supplied to the pressure chamber 23 is defined as an "appropriate" amount, etc., but the piston 22 is moved by the same stroke amount according to the pressure of the pressure chamber 23 immediately before the start of processing. This is because the amount of pressure change in the pressure chamber 23 required for the above is different.) In short, by applying the above correction value, the valve control unit 52 is in the clutch disconnection / disconnection switching process regardless of the amount of wear in the clutch device. For example, in the same process of changing the clutch device from one state (first state) to another state (second state), the stroke change amount (that is, the movement amount of the piston) of the piston which is an acting member to the clutch device, that is, the action. The valves 41 and 42 can be controlled so that the amounts are substantially the same. Thereby, for example, the stroke change amount of the piston for changing from the contact state to the disengagement state in the clutch disengagement process can be made substantially the same (generally constant) regardless of the wear amount in the clutch device. Therefore, it becomes possible to maintain the control responsiveness of the clutch device 10 of the clutch system 1 in a high state. Further, since the above control is performed while appropriately considering the amount of wear of the clutch, the behavior stability of the clutch device 10 can be improved.

In the present embodiment, in the control of the valve control unit, a correction value based on the amount of wear of the clutch disk 13 is applied to the clutch position, that is, the stroke value of the piston, and the stroke value to which the correction value has been applied and the working fluid in the cylinder 21 are applied. Derived from the relationship with pressure. That is, in the present embodiment, valve control is executed based on the relationship between the clutch wear, the clutch position, and the flow rate or pressure in the cylinder. Therefore, the duty ratio in valve control, that is, the control signal can be set more appropriately, and therefore, even if the clutch member is worn, it is possible to maintain the same control performance as before it occurred.

It should be noted that the present disclosure is not limited to the above-described embodiment, and can be appropriately modified and implemented without departing from the spirit of the present disclosure.

For example, in the above embodiment, the correction value is applied to the target value determined by the target value setting unit 53 so that the amount of wear is reflected in the control in the valve control unit. However, the correction values are for various values in the adjusted flow rate determination unit, such as the feedforward value σff and the feedback value σfb, the pressure value P ^ actuator in the pressure estimation unit 59, the duty ratio determined by the duty ratio determination unit 61, and the like. May be applied. Further, the duty ratio map storage unit 60 may store a plurality of duty ratio maps, and a map suitable for the amount of wear may be selected each time. In this case, the output correction value may be used in the duty ratio map storage unit 60, or the wear amount itself may be used in the duty ratio map storage unit 60. That is, in the latter case, the wear amount reflecting unit corresponds to the wear amount estimated by the wear amount estimation unit so that the wear amount estimated by the wear amount estimation unit is reflected in the control in the valve control unit. The value is simply output to the valve control unit.

Further, for example, in the above embodiment, the clutch device 10 is brought into a disengaged state by supplying the working fluid to the pressure chamber 23 of the cylinder 21 of the clutch actuator 20, and the clutch device 10 is brought into a contact state by discharging the working fluid. The clutch system 1 was configured as described above. However, the technique of the present disclosure is not limited to this, and the clutch device is brought into a contact state by supplying the working fluid to the pressure chamber of the cylinder of the clutch actuator, and the clutch device is brought into a disengaged state by discharging it. The clutch system may be configured as such. That is, the diaphragm spring 16 may be provided so as to generate an urging force in a direction in which the clutch member is brought into contact with the clutch member as in the above embodiment, and conversely, a urging force in a direction in which the clutch member is brought into a disengaged state is generated. It may be provided as follows.

Further, in the above embodiment, one supply valve 41 and one discharge valve 42 are provided as adjustment valves. However, the number of valves is not limited to this, and a plurality of valves may be provided for each. Alternatively, only one adjusting valve that integrates the supply valve 41 and the discharge valve 42 may be provided.

Further, in the above embodiment, the adjustment flow rate determining unit 54 is configured to execute PID control as feedback control. However, in the present disclosure, feedback control is not limited to PID control. As the feedback control, a control different from the PID control may be executed. Further, in the valve control, the valve control is executed by combining the feedforward control and the PID control as the feedback control, but only one of them may be adopted.

Further, in the above embodiment, an example in which air is used as the working fluid has been shown, but the technique of the present disclosure is not limited to this, and hydraulic oil may be used as the working fluid.

1 Clutch system 2 Clutch control device 10 Clutch device 11 Crankshaft 12 Flywheel 13 Clutch disc 14 Pressure plate 15 Clutch case 16 Diaphragm spring 17 Release bearing 18 Stroke sensor 20 Clutch actuator 21 Cylinder 22 Piston (working member)
23 Pressure chamber 24 Open chamber 25 Supply piping 26 Discharge piping 31 Input shaft 41,42 Valve 50 ECU (control unit)
51 Clutch operation judgment unit 52 Valve control unit 53 Target value setting unit 53'Overshoot judgment unit 54 Adjustment flow rate determination unit 55 Feedforward control unit 56 Calculation unit 57 PID control unit 58 Calculation unit 59 Pressure estimation unit 60 Duty ratio map storage unit 61 Duty ratio determination unit 62 Output unit 63 Wear amount estimation unit 64 Wear amount reflection unit

Claims (3)

A clutch actuator provided to enable switching between the clutch device and the clutch member in the clutch device so that the amount of action on the clutch member changes according to the amount of the working fluid in the pressure chamber. The clutch actuator including the cylinder and the piston provided in the cylinder so as to be movable according to the amount of the working fluid in the pressure chamber, and the amount of the working fluid in the pressure chamber of the clutch actuator are adjusted. A control device in a clutch system with at least one valve for
A valve control unit configured to control at least one valve in order to control the operation of the clutch actuator in the clutch engagement / disengagement switching process.
A wear amount estimation unit configured to estimate the wear amount of the clutch member based on the comparison result between the stroke value of the piston and the reference value acquired based on the output of the sensor for detecting the stroke of the piston. When,
A wear amount that is configured to reflect the wear amount estimated by the wear amount estimation unit in the control of the valve control unit, and calculates a correction value that shifts the target value of the stroke of the piston by the wear amount. Equipped with a reflection part,
The valve control unit has the correction value calculated by the wear amount estimation unit so that the stroke change amount of the piston of the clutch actuator to the clutch device is substantially the same in the same process in the clutch engagement / disengagement switching process. Performs control of the at least one valve based on the target value to which
Control device. The control according to claim 1, wherein the wear amount reflecting unit reflects the wear amount in the control of the at least one valve in the clutch engagement process by the valve control unit and the control of the at least one valve in the clutch disengagement process. Device. The control device according to claim 1 or 2,
A clutch control device comprising the at least one valve for adjusting the amount of working fluid in the pressure chamber of the clutch actuator.

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