JP2010065731A - Learning control device for automatic clutch - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To increase the frequency of learning a clutch engaging point of an automatic clutch mounted on a vehicle. <P>SOLUTION: In consideration of market environment (waiting for a signal), the gear stage of a transmission is set neutral on condition that the vehicle is stopped. Thus, the opportunity of learning the clutch engaging point is created during stopping the vehicle such as waiting a signal to increase the frequency of learning the clutch engaging point. Such control allows the frequent correction of a change of the clutch engaging point due to the deformation or wear of a clutch disc resulting from repetitive start and stop during traffic jam to actualize clutch connection at a proper timing at all times. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an automatic clutch learning control device for learning a clutch engagement point of an automatic clutch mounted on a vehicle.

  In a vehicle equipped with a drive source such as an engine (internal combustion engine), the transmission between the engine and the drive wheel is a transmission that appropriately transmits the torque and rotation speed generated by the engine to the drive wheel according to the running state of the vehicle. There is known an automatic transmission that automatically sets an optimum gear ratio.

  As an automatic transmission mounted on a vehicle, for example, a planetary gear type transmission that sets a gear stage using a clutch and brake and a planetary gear device, or a belt type continuously variable transmission that adjusts a gear ratio steplessly. Machine (CVT: Continuously Variable Transmission).

  As a transmission mounted on a vehicle, there is an automated manual transmission (AMT) in which a shift operation (gear stage switching) is automatically performed by a shift actuator and a select actuator. An automatic clutch is applied to the connection between such an automated manual transmission and a drive source such as an engine.

  The automatic clutch includes a friction type clutch and a clutch operating device that operates the clutch. The clutch operating device includes, for example, a hydraulic actuator that operates a release fork, and a hydraulic circuit that controls a hydraulic pressure of the actuator so that the clutch is disconnected or connected (engaged). ing.

  In such an automatic clutch, the clutch engagement point (clutch connection point) changes due to deformation (expansion) of the clutch disk due to repeated start and stop at the time of congestion, wear of the clutch disk, and the like. For this reason, in order to always perform clutch engagement at an appropriate timing, it is necessary to learn the clutch engagement point.

As an example of clutch engagement point learning, for example, when a learning condition is established that the gear stage of the transmission is in the neutral state, the vehicle is stopped, the engine is on, and the automatic clutch is in the disconnected state, the automatic clutch is engaged from the disconnected state. When the clutch rotational speed (the rotational speed on the clutch output side) is stabilized at the target rotational speed (for example, 200 to 300 rpm) and continues for a certain time (for example, about 5 seconds), the clutch at this point There is a method of learning a stroke as a clutch engagement point (see, for example, Patent Document 1).
JP 2005-291433 A Japanese Patent Laid-Open No. 11-230324 JP 2003-343604 A JP 2003-202076 A

  By the way, in the above-described clutch engagement point learning, in order to reduce the variation in learning, it is necessary to create a state in which the gear stage of the transmission is neutral and the clutch rotational speed is stable, and to learn the clutch engagement point. However, in a normal vehicle equipped with an automatic manual transmission, the gear stage of the transmission is generally set to the clutch disengaged state at 1st or 2nd when the vehicle is stopped in order to ensure the gear parking function and start performance. ing. For this reason, there is almost no opportunity to satisfy the learning condition that the gear position of the transmission is in the neutral state when the vehicle is stopped, and the timing for performing the learning of the clutch engagement point is extremely reduced under the market use environment. There's a problem.

  The present invention has been made in consideration of such circumstances, and in a vehicle equipped with a drive source, a transmission, and an automatic clutch, learning control capable of increasing the frequency of learning the clutch engagement point of the automatic clutch. The purpose is to provide a device.

  The present invention can be operated between a connected state and a disconnected state by a drive source (for example, an engine), a transmission (AMT), a shift operation means for performing a shift operation of the transmission, and an actuator. In this case, the learning control device is applied to a vehicle including an automatic clutch that transmits a driving torque from the driving source to the transmission, and learns a clutch engagement point of the automatic clutch. In the automatic clutch learning control apparatus, learning of the clutch engagement point of the automatic clutch is performed by setting the gear stage of the transmission to neutral on condition that the vehicle is stopped.

  In this way, by setting the gear position of the transmission to neutral when the vehicle is stopped, it becomes possible to create a clutch engagement point learning opportunity while the vehicle is stopped, such as waiting for a signal, and increase the learning frequency of the clutch engagement point. be able to. This makes it possible to frequently make corrections to clutch disk deformation due to repeated starting and stopping during traffic jams and changes in the clutch engagement point due to wear of the clutch disk, etc., so that the clutch can always be connected at an appropriate timing. it can.

  In the present invention, the gear position of the transmission may be set to neutral every time the vehicle is stopped, and the clutch engagement point learning may be performed. Each time the number of vehicle stops reaches a predetermined value (constant), the gear position of the transmission is changed. The clutch engagement point learning may be performed in a neutral state.

  As a specific configuration of the present invention, during the clutch engagement point learning, when a user's intention to start occurs and the start condition is satisfied, the learning of the clutch engagement point is stopped at that time. . Thus, by canceling the clutch engagement point learning when the user intends to start, the learning frequency can be increased without deteriorating the gear parking performance and the start performance.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  A vehicle to which the present invention is applied will be described with reference to FIG.

  The vehicle of this example is equipped with an engine 1, an automatic clutch 2, a transmission 3, an ECU (Electronic Control Unit) 100, and the like. The engine 1, the automatic clutch 2, the transmission 3, and each part of the ECU 100 will be described below.

-Engine-
A crankshaft 11 that is an output shaft of the engine 1 is connected to a flywheel 21 (FIG. 2) of the automatic clutch 2. The rotational speed of the crankshaft 11 (engine rotational speed) is detected by an engine rotational speed sensor 401.

  The amount of air taken into the engine 1 is adjusted by an electronically controlled throttle valve 12. The throttle valve 12 can electronically control the throttle opening independently of the driver's accelerator pedal operation, and the opening (throttle opening) is detected by a throttle opening sensor 402.

  The throttle opening of the throttle valve 12 is driven and controlled by the ECU 100. More specifically, the optimum intake air amount (target intake air amount) according to the operating state of the engine 1 such as the engine speed detected by the engine speed sensor 401 and the accelerator pedal depression amount (accelerator opening) of the driver. ), The throttle opening of the throttle valve 12 is controlled. More specifically, the actual throttle opening of the throttle valve 12 is detected using the throttle opening sensor 402, and the actual throttle opening coincides with the throttle opening (target throttle opening) at which the target intake air amount can be obtained. Thus, the throttle motor 13 of the throttle valve 12 is feedback-controlled.

-Automatic clutch-
A specific configuration of the automatic clutch 2 will be described with reference to FIG.

  The automatic clutch 2 in this example includes a dry single-plate friction clutch 20 (hereinafter simply referred to as “clutch 20”) and a clutch operating device 200.

  The clutch 20 includes a flywheel 21, a clutch disk 22, a pressure plate 23, a diaphragm spring 24, a clutch cover 25, and the like.

  The flywheel 21 is attached to the crankshaft 11. A clutch cover 25 is attached to the flywheel 21 so as to be integrally rotatable. The clutch disk 22 is fixed to the input shaft 31 of the transmission 3 by spline fitting. The clutch disk 22 is disposed opposite to the flywheel 21.

  The pressure plate 23 is disposed between the clutch disk 22 and the clutch cover 25. The pressure plate 23 is pressed against the flywheel 21 by the outer peripheral portion of the diaphragm spring 24. By the pressing of the pressure plate 23, frictional forces are generated between the clutch disk 22 and the pressure plate 23 and between the flywheel 21 and the clutch disk 22, respectively. Due to these frictional forces, the clutch 20 is connected (engaged), and the flywheel 21, the clutch disk 22, and the pressure plate 23 rotate together.

  Thus, when the clutch 20 is engaged, power is transmitted from the engine 1 to the transmission 3. The torque transmitted from the engine 1 to the transmission 3 through the clutch 20 in accordance with this power transmission is called “clutch torque”. This clutch torque is substantially “0” when the clutch 20 is disengaged, and increases as the clutch 20 is gradually engaged and the slip of the clutch disk 22 decreases, and finally the clutch 20 is completely engaged. In the combined state, it matches the rotational torque of the crankshaft 11.

  The clutch operating device 200 includes a release bearing 201, a release fork 202, a hydraulic clutch actuator 203, a hydraulic circuit 204, and the like. The pressure plate 23 is displaced by axially displacing the pressure plate 23 of the clutch 20. And the flywheel 21 are set in a state in which the clutch disc 22 is strongly sandwiched or separated.

  The release bearing 201 is fitted to the input shaft 31 of the transmission 3 so as to be axially displaceable, and is in contact with the center portion of the diaphragm spring 24.

  The release fork 202 is a member that moves the release bearing 201 toward the flywheel 21 side. The clutch actuator 203 has a cylinder 203a and a piston rod 203b, and the release fork 202 rotates about the fulcrum 202a by moving the piston rod 203b forward and backward (forward and backward) by hydraulic pressure.

  The hydraulic circuit 204 is a circuit that controls the hydraulic pressure of hydraulic fluid supplied to the clutch actuator 203. The hydraulic circuit 204 is provided with a solenoid valve or the like that operates the valve body by energizing the exciting coil. By energizing or de-energizing the exciting coil of the solenoid valve, the piston rod 203b of the clutch actuator 203 is provided. Moves forward and backward.

  The clutch operating device 200 (hydraulic circuit 204) of the automatic clutch 2 is supplied with a solenoid control signal (hydraulic command value) from the ECU 100, and the clutch actuator 203 is driven and controlled based on the solenoid control signal.

  Specifically, when the clutch actuator 203 is driven and the piston rod 203b moves forward from the state shown in FIG. 2 (clutch engagement state), the release fork 202 rotates (rotates clockwise in FIG. 2). Accordingly, the release bearing 201 moves toward the flywheel 21 side. By moving the release bearing 201 in this manner, the central portion of the diaphragm spring 24, that is, the portion of the diaphragm spring 24 that contacts the release bearing 201 moves toward the flywheel 21 (the diaphragm spring 24 is reversed). As a result, the pressing force of the pressure plate 23 by the diaphragm spring 24 is weakened and the frictional force is reduced. As a result, the clutch 20 is disengaged.

  On the other hand, when the piston rod 203b of the clutch actuator 203 moves backward from the clutch disengaged state, the pressure plate 23 is pressed toward the flywheel 21 by the elastic force of the diaphragm spring 24. By pressing the pressure plate 23, frictional forces are generated between the clutch disk 22 and the pressure plate 23, and between the flywheel 21 and the clutch disk 22, and the clutch 20 is connected (engaged) by these frictional forces. ).

-Transmission-
Next, the transmission 3 will be described with reference to FIGS.

  The transmission 3 has the same configuration as that of a general manual transmission such as a parallel gear transmission having five forward speeds and one reverse speed. The input shaft 31 of the transmission 3 is connected to the clutch disk 22 of the clutch 20 described above (see FIG. 2). As shown in FIG. 1, the rotation of the output shaft 32 of the transmission 3 is transmitted to the drive wheels 7 through the drive shaft 4, the differential gear 5, the axle 6, and the like.

  The rotational speed of the input shaft 31 of the transmission 3 (the output-side rotational speed of the clutch 20) is detected by the input shaft rotational speed sensor 403. Further, the rotation speed of the output shaft 32 of the transmission 3 is detected by an output shaft rotation speed sensor 404. Based on the rotation speed ratio (output rotation speed / input rotation speed) obtained from the output signals of the input shaft rotation speed sensor 403 and the output shaft rotation speed sensor 404, the current gear stage of the transmission 3 can be determined. it can.

  The transmission 3 of this example is provided with a shift operation device 300 having a shift fork, a select-and-shift shaft, etc., and constitutes an automated manual transmission (AMT) that automatically performs gear shift operation as a whole. .

  As shown in FIG. 3, the shift operation device 300 includes a hydraulic select actuator 301 that performs an operation in the select direction (select operation), a hydraulic shift actuator 302 that performs an operation in the shift direction (shift operation), and A hydraulic circuit 303 for controlling the hydraulic pressure of the hydraulic oil supplied to the actuators 301 and 302 is provided.

  In the speed change operation device 300, a plurality of gates having shift positions that define the gear stage are arranged along the select direction. Specifically, as shown in FIG. 3, a first gate 311 that defines first speed (1st) and second speed (2nd), a second gate that defines third speed (3rd) and fourth speed (4th). 312 and third gates 313 that define the fifth speed (5th) and the reverse (Rev) are arranged along the select direction.

  The shift actuator 302 is driven in a state where any one of the first gate 311 to the third gate 313 (for example, the first gate 311) is selected by the drive of the select actuator 301. Stage switching (for example, neutral (N) → first speed (1st)) can be performed.

  The hydraulic circuit 303 is provided with a solenoid valve or the like that operates the valve body by energizing the excitation coil, and the select actuator 301 and the shift actuator 302 are energized by energizing or de-energizing the excitation coil of the solenoid valve. Controls the supply or release of hydraulic pressure to each actuator.

  Then, a solenoid control signal (hydraulic command value) from the ECU 100 is supplied to the hydraulic circuit 303 of the shift operation device 300 described above, and the select actuator 301 and the shift actuator 302 are individually driven and controlled based on the solenoid control signal. Then, the select operation and the shift operation of the transmission 3 are automatically executed. These select operation amount and shift operation amount are detected by a shift / select stroke sensor 409 (see FIG. 5).

  In the shift control of this example, the gear stage of the transmission 3 is set to 1st or 2nd and the automatic clutch 2 is set to the disengaged state when the vehicle is stopped in order to ensure the gear parking function and start performance. The However, there is a case where the gear stage of the transmission 3 is forcibly set to neutral (N) when the vehicle is stopped in order to perform clutch engagement point learning described later.

-Shift device-
A shift device 9 is disposed in the vicinity of the driver's seat of the vehicle. As shown in FIG. 4, the shift device 9 is provided with a shift lever 9a that can be displaced. Further, a reverse (R) position, a neutral (N) position, and a sequential (S) position are set in the shift device 9, and the driver can displace the shift lever 9a to a desired shift position. It has become. Each shift position of the reverse (R) position, neutral (N) position, and sequential (S) position (including the “+” position and “−” position described below) is detected by a shift position sensor 406 (see FIG. 1). Is done.

  Hereinafter, the situation in which these shift positions are selected and the operation mode of the transmission 3 at that time will be described for each shift position (“N position”, “R position”, “S position”).

  The “N position” is a position selected when the connection between the input shaft 31 and the output shaft 32 of the transmission 3 is disconnected. When the shift lever 9 a is operated to the “N position”, the transmission 3 The gear pair of the input side gear group 33 and the output side gear group 34 is not meshed, and the power transmission in each transmission gear train is cut off.

  The “R position” is a position selected when the vehicle is moved backward. When the shift lever 9a is operated to the R position, the transmission 3 is switched to the reverse gear.

  The “S position” is a position selected when the driver manually performs a shifting operation of a plurality of forward gears (fifth forward speed). The “−” position and the “+” position before and after this S position. Is provided. The “+” position is a position where the shift lever 9a is operated when shifting up, and the “−” position is a position where the shift lever 9a is operated when shifting down.

  When the shift lever 9a is in the S position and the shift lever 9a is operated to the "+" position or the "-" position with the S position as a neutral position, the forward gear of the transmission 3 is increased or decreased. The Specifically, the gear stage is increased by one stage for each operation to the “+” position (for example, 1st → 2nd → ·· → 5th). On the other hand, the gear stage is lowered by one stage (for example, 5th → 4th →... 1st) for each operation to the “−” position.

  In addition to the above shift lever 9a, a shift-up paddle switch (operation switch to the “+” position) and a shift-down paddle switch (operation switch to the “−” position) are provided on the steering wheel or steering column. When the shift lever 9a is operated to the S position, each time the upshift paddle switch is operated once, the gear stage is increased by one stage, and the downshift paddle switch is operated once. A configuration in which the gear stage is lowered by one stage each time it is operated may be added.

-ECU-
As shown in FIG. 5, the ECU 100 includes a CPU 101, a ROM 102, a RAM 103, a backup RAM 104, a learning counter 105, and the like.

  The ROM 102 stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU 101 executes arithmetic processing based on various control programs and maps stored in the ROM 102. The RAM 103 is a memory that temporarily stores calculation results of the CPU 101, data input from each sensor, and the like. The backup RAM 104 is a non-volatile memory that stores data to be saved when the engine 1 is stopped. is there.

  The CPU 101, ROM 102, RAM 103, backup RAM 104, and learning counter 105 are connected to each other via a bus 108 and to an input interface 106 and an output interface 107.

  The input interface 106 of the ECU 100 includes an engine speed sensor 401, a throttle opening degree sensor 402, an input shaft speed sensor 403, an output shaft speed sensor 404, an accelerator opening degree sensor 405 that detects the opening degree of the accelerator pedal 8, and a shift. A shift position sensor 406 for detecting the shift position of the device 9, a brake pedal sensor 407, a clutch stroke sensor 408, a shift / select stroke sensor 409, and the like are connected, and signals from these sensors are input to the ECU 100. The

  Connected to the output interface 107 of the ECU 100 are a throttle motor 13 for opening and closing the throttle valve 12, a clutch operating device 200 for the automatic clutch 2, a transmission operating device 300 for the transmission 3, a meter 500, and the like. The meter 500 is provided with a shift indicator that displays a shift position (gear stage) in addition to a speedometer, a tachometer, a water temperature gauge, a fuel gauge, an odometer, and the like.

  Here, among the various sensors described above, the clutch rotational speed can be obtained from the output signal of the input shaft rotational speed sensor 403. The vehicle stop state can be determined from the output signal of the output shaft rotational speed sensor 404. It can be recognized from the output signal of the shift / select stroke sensor 409 that the gear stage of the transmission 3 is neutral. When the vehicle is equipped with a wheel speed sensor, the vehicle stop state may be determined from the output signal. Further, when the vehicle is equipped with a neutral switch, it may be recognized from the output signal that the gear stage of the transmission 3 is neutral.

  The ECU 100 executes various controls of the engine 1 including the opening control of the throttle valve 12 of the engine 1 based on the output signals of the various sensors described above. Further, the ECU 100 supplies a control signal to the clutch operating device 200 of the automatic clutch 2 at the time of shifting of the transmission 3 to engage or disengage the clutch 20, and output signals from the various sensors described above. Based on the control, a control signal (hydraulic command value) is supplied to the shift operation device 300 of the transmission 3 to execute shift control for switching the gear stage of the transmission 3 and the like. Further, the ECU 100 executes the following “learning of clutch engagement points when the vehicle is stopped”.

  The automatic clutch learning control apparatus of the present invention is realized by the program executed by the ECU 100 described above.

-Clutch engagement point learning when the vehicle is stopped-
First, clutch engagement point learning executed in this example will be described. The ECU 100 determines that all of predetermined learning conditions, for example, [the gear stage of the transmission 3 is in a neutral state], [vehicle stopped state], [the engine 1 is ON], and [the automatic clutch 2 is in a disconnected state] are all satisfied. When established, the clutch 20 of the automatic clutch 2 is slowly brought close to the engaged state from the disengaged state, and the state in which the clutch rotational speed is stabilized at the target rotational speed (for example, 200 to 300 rpm) remains constant for a certain time (for example, about 5 seconds ) When continuing, the clutch stroke at this point is learned as the clutch engagement point. In this clutch engagement point learning, the clutch rotational speed is read from the output signal of the input shaft rotational speed sensor 403, and the clutch stroke is read from the output signal of the clutch stroke sensor 408.

  By the way, in such clutch engagement point learning, in order to reduce learning variation, it is necessary to create a state where the gear stage of the transmission 3 is neutral and the clutch rotational speed is stable, and to learn the clutch engagement point. . However, in a vehicle equipped with an automatic manual transmission (AMT), as described above, the gear stage of the transmission 3 is generally set to 1st or 2nd when the vehicle is stopped in order to ensure the gear parking function and start performance. In the clutch disengaged state. For this reason, there is almost no opportunity to satisfy the learning condition that the gear stage of the transmission 3 is in the neutral state when the vehicle is stopped, and the timing for learning the clutch engagement point is extremely reduced under the market usage environment. There is a problem.

  In order to solve such a problem, in this example, in consideration of the market environment (such as waiting for a signal), the gear stage of the transmission 3 is forcibly set to neutral when the vehicle is stopped in order to increase the learning frequency of the clutch engagement point. It is characterized in that the control to perform is performed. A specific example of the control will be described with reference to the flowchart shown in FIG. The control routine of FIG. 6 is repeatedly executed by the ECU 100 every predetermined time (for example, several ms).

  First, in step ST101, it is determined whether all the conditions of [engine ON], [brake ON], [accelerator OFF], [vehicle speed zero], [gear ≠ neutral] and [clutch disengaged state] are satisfied. If the determination result is affirmative, the process proceeds to step ST102. If the determination result in step ST101 is negative, the process returns.

  Of the above determination conditions, “Brake ON” is determined from the output signal of the brake pedal sensor 407. [Accelerator OFF] is determined from the output signal of the accelerator opening sensor 405. [Vehicle speed zero] is determined from the output signal of the output shaft speed sensor 404. [Gear stage ≠ Neutral] is determined from the output signal of the shift / select stroke sensor 409. [Clutch disengagement state] is determined from the rotation speed (clutch rotation speed) obtained from the output signal of the input shaft rotation speed sensor 403.

  In step ST102, the counter value of learning counter 105 (hereinafter also referred to as learning counter value) is decremented (learning counter value -1). The process (decrement) in step ST102 is executed every time the determination result in step ST101 described above becomes affirmative (every time the vehicle stops when the engine is turned on), and the counter value of the learning counter 105 decreases by one.

  Here, a constant (a positive integer) is set as an initial value in the learning counter 105, and the learning counter value becomes 0 when the learning counter 105 is decremented by the constant. It should be noted that the constant set for the learning counter value may be set to a large value in an area where the number of start and stop is large, for example, in consideration of the market environment (such as waiting for a signal) and the learning frequency. .

  Next, in step ST103, it is determined whether or not the learning counter value is 0. If the determination result is negative, the process returns. If the determination result in step ST103 is affirmative (learning counter value = 0), the process proceeds to step ST104. In step ST104, the shift control of the transmission 3 is executed to forcibly switch from the gear stage (1st or 2nd) at the time of stoppage to neutral (implementing gear stage N removal control). At this time, the display of the shift position on the meter 500 remains the display of the gear stage (1st or 2nd) when the vehicle is stopped.

  Thus, when the gear stage of the transmission 3 is forcibly set to neutral, the above-described learning conditions, that is, [the gear stage of the transmission 3 is in a neutral state], [vehicle stopped state (vehicle speed 0)], [engine 1 Is ON] and [the automatic clutch 2 is disengaged], all of the conditions are satisfied, and the clutch engagement point learning described above is started (step ST105). After the start of the clutch engagement point learning, when the user (driver) intends to stop (when the determination result in step ST106 is affirmative determination), the clutch engagement point learning is performed during that period. Thereafter, when the clutch engagement point learning is completed (step ST107), the learning counter value is returned to the initial value (learning counter value [0] + constant), and the gear stage of the transmission 3 is changed to the gear stage when the vehicle is stopped. Return to (1st or 2nd) (steps ST108 to ST109). In addition, the display of the shift position to the meter 500 remains the display of the gear stage (1st or 2nd) at the time of a stop. Here, examples of conditions for determining that the user has an intention to stop include [brake ON], [accelerator OFF], and [no shift request], and all these three conditions are satisfied. If one of the three conditions is not satisfied, it is determined that the user has a willingness to start.

  On the other hand, if the user intends to start while learning the clutch engagement point (if the determination result in step ST106 is negative), the clutch engagement point learning is stopped and the gear stage of the transmission 3 is stopped. (1st or 2nd) (step ST109). Note that the display of the shift position on the meter 500 remains the display of the gear stage (1st or 2nd) when the vehicle is stopped.

  As described above, according to the clutch engagement point learning of this example, the learning frequency of the clutch engagement point can be increased in the user use environment. This makes it possible to frequently make corrections to clutch disk deformation due to repeated starting and stopping during traffic jams and changes in the clutch engagement point due to wear of the clutch disk, etc., so that the clutch can always be connected at an appropriate timing. it can. In addition, in this example, since the clutch engagement point learning is canceled when the user intends to start during the clutch engagement point learning, the learning frequency can be increased without impairing the gear parking performance and the start performance. Further, the display (gear stage display) of the meter 500 displays the gear stage (1st or 2nd) assumed by the user when the vehicle is stopped even if the actual gear stage is neutral during learning of the clutch engagement point. Therefore, it is possible to carry out clutch engagement point learning without causing discomfort to the user.

-Other embodiments-
In the above example, the clutch actuator 203 of the clutch operating device 200 and the select actuator 301 and the shift actuator 302 of the speed change operating device 300 are respectively hydraulic actuators, but the present invention is not limited to this, and an electric motor or the like is not limited thereto. The electric actuator comprised by these may be sufficient.

  In the above example, an example in which the present invention is applied to control of a forward five-speed transmission is shown. However, the present invention is not limited to this, and a transmission (automated manual transmission) at any other gear stage. It can also be applied to the control.

  In the above example, the example in which the present invention is applied to the clutch engagement point learning control of a vehicle in which only an engine (internal combustion engine) is mounted as a drive source has been shown. However, the present invention is not limited to this, The present invention can also be applied to clutch engagement point learning control of a hybrid vehicle in which an engine (internal combustion engine) and an electric motor (for example, a traveling motor or a generator motor) are mounted as sources.

It is a schematic structure figure showing an example of a vehicle to which the present invention is applied. It is sectional drawing which shows the structure of an automatic clutch typically. It is a figure which shows typically the gate mechanism, actuator, etc. of a speed change operation apparatus. It is a perspective view which shows the structure of the shift lever part of a shift apparatus. It is a block diagram which shows the structure of control systems, such as ECU. It is a flowchart which shows an example of the clutch joint point learning at the time of a vehicle stop.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic clutch 20 Clutch 200 Clutch operation apparatus 203 Actuator 3 Transmission 300 Transmission operation apparatus 301 Select actuator 302 Shift actuator 100 ECU
105 Learning counter 403 Input shaft rotation speed sensor 404 Output shaft rotation speed sensor 406 Shift position sensor 407 Brake pedal sensor 408 Clutch stroke sensor 409 Shift / select stroke sensor

Claims (2)

A drive source, a transmission, a shift operation means for performing a shift operation of the transmission, and an actuator can be operated between a connected state and a disconnected state, and a drive torque from the drive source is generated in the connected state. A learning control device that is applied to a vehicle including an automatic clutch that transmits to the transmission and that learns a clutch engagement point of the automatic clutch,
A learning control device for an automatic clutch, characterized in that learning of a clutch engagement point of the automatic clutch is performed by setting the gear stage of the transmission to neutral on condition that the vehicle is stopped. In the automatic clutch learning control device according to claim 1,
A learning control device for an automatic clutch, characterized in that when a start condition is established during learning of a clutch engagement point, learning of the clutch engagement point is stopped.

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