CN108025738A - Vehicle driving apparatus - Google Patents
Vehicle driving apparatus Download PDFInfo
- Publication number
- CN108025738A CN108025738A CN201680054984.9A CN201680054984A CN108025738A CN 108025738 A CN108025738 A CN 108025738A CN 201680054984 A CN201680054984 A CN 201680054984A CN 108025738 A CN108025738 A CN 108025738A
- Authority
- CN
- China
- Prior art keywords
- contact point
- stroke
- clutch
- test section
- control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
Abstract
In the vehicle driving apparatus (1) for possessing automatic clutch (3), there is provided a kind of increased vehicle driving apparatus of study frequency (1) that can make contact point stroke.Vehicle driving apparatus (1) has control unit (10), the control unit (10) is being judged as in the case where automatic clutch (3) generates the change that butt contact impacts, the operation for the motor torque for making to be carried out by accelerator pedal (51) stops and the rotary speed of engine (2) is set to regulation rotary speed, and speed changer (4) is maintained to the neutral gear for not forming shift gear, so that the automatic clutch (3) cut off gradually engages, and the contact point stroke engaged based on the travel of clutch detected by the input axle rotary speed and clutch stroke sensor (38c) detected by input shaft rotation speed sensor (43) to detect automatic clutch (3) to start.
Description
Technical field
The present invention relates to a kind of vehicle driving apparatus.
Background technology
As Patent Document 1, there are a kind of vehicle driving apparatus, the vehicle driving apparatus possess make engine with
Speed changer connection, the automatic clutch of cut-out, the contact point stroke of the travel of clutch to starting engaging as automatic clutch
Learnt.The vehicle driving apparatus meet vehicle be in parking in and speed changer be in neutral gear condition situation
Under, by by making the clutch in cut-out gradually connect, know so that the input shaft of speed changer has started rotating travel of clutch
Do not learnt for contact point stroke.
Prior art literature
Patent document
Patent document 1：Japanese Patent Publication 6-23037 publications
Problems to be solved by the invention
The contact point stroke identified by the above method exists due to the sensing for being detected to the contact point stroke
Detection error of device etc. and the situation different from actual contact point stroke.If the contact point stroke detected is directly changed
Connection into automatic clutch, control contact point stroke used in the control of disconnection, then produce the problem of following.Detecting
In the case that the contact point stroke arrived is located at connecting side relative to actual contact point stroke, automatic clutch sharp connect and
When starting of vehicle, automatic transmission speed change when vehicle produce vibrations.In addition, the contact point stroke detected relative to
In the case that actual contact point is located at cut-out side, the connection delay of automatic clutch, vehicle starts to postpone, or fluid drive
The driving of vehicle after the completion of the speed change of device deteriorates.Therefore, it is however generally that, pass through control contact point stroke and following value phase
Calais is corrected control with contact point stroke：Obtained control contact point stroke is subtracted from the contact point stroke detected
Value obtained from the value arrived is multiplied with the reflection ratio of the value smaller than 1.
But, in the vehicle driving apparatus shown in patent document 1, if vehicle is in parking, and speed changer not position
In neutral gear, just without the study of contact point.Therefore, after engine just starts, driver, which has, to start to look like, and is driving
The person of sailing uses gear lever from the study of contact point stroke, control in the case that neutral gear position is altered to forward gear position, is not performed
Contact point stroke is not corrected.
Therefore, because the operation of the gear lever of driver, the opportunity to study of contact point stroke tails off, control contact point row
Cheng Wufa follows the change of the overheat because of automatic clutch, contact point stroke caused by consumption.Thus, there are the following problems：
When starting of vehicle, automatic transmission speed change when vehicle produce vibrations；Or vehicle starts to postpone；Or automatic transmission
The driving of vehicle after the completion of speed change deteriorates.
The content of the invention
The present invention makes to eliminate the problem of above-mentioned, and its object is in the vehicle use for possessing automatic clutch
A kind of study frequency increased vehicle driving apparatus that can make contact point stroke is provided in driving device.
Means for solving the problems
In order to solve the problem above-mentioned, the invention of the vehicle driving apparatus of claim 1 has：Speed changer, the speed change
Device possesses：Input shaft, the motor torque exported from the drive shaft of engine input the input shaft；And output shaft, the output
The rotation of the driving wheel of axis and vehicle links, which forms the rotary speed of the input shaft divided by the rotation of the output shaft
The different multiple shift gear of gear ratio obtained from speed；Input axle rotary speed test section, input axle rotary speed detection
Detect the rotary speed of the input shaft in portion；Automatic clutch, the automatic clutch possess：Input block, the input block with
The drive shaft rotation links；Output block, the output block link with input shaft rotation；And clutch actuator,
The clutch actuator makes as variable from the input block to the clutch torque of the torque of the output block transmission；From
Clutch stroke detection portion, the travel of clutch test section detect the travel of clutch of the stroke as the clutch actuator；
Contact point test section, the contact point test section are rotated in the engine, and the speed changer is in and does not form the shift gear
At neutral gear, by being controlled to the clutch actuator, the automatic clutch for making to cut off gradually engages, and is based on
Examined by the rotary speed for inputting the input shaft that axle rotary speed test section detects and by the travel of clutch
The travel of clutch that survey portion detects detects contact point stroke, which started with the automatic clutch
The corresponding travel of clutch of contact point of engaging；Contact point changes judging part, which changes judging part in institute
State automatic clutch and whether generate the change impacted to the contact point of the automatic clutch and judge；And
Contact point study enforcement division is forced, is judged as generating to described in the automatic clutch in contact point change judging part
In the case of the change that contact point impacts, the speed changer is set to the neutral gear by pressure contact point study enforcement division,
And perform the detection of the contact point stroke carried out by the contact point test section.
In this way, it is judged as that the characteristic variations of automatic clutch are that butt contact impacts in contact point change judging part
In the case of change, force contact point study enforcement division that automatic transmission is maintained to the neutral gear for not forming shift gear, and perform
The detection of the contact point stroke carried out by contact point test section.Thus, the spy of the automatic clutch impacted in butt contact
Property change generate in the case of, contact point stroke is forcibly detected by contact point test section.Therefore, contact point stroke
Practise frequency increase.
Brief description of the drawings
Fig. 1 is the explanatory drawin of the vehicle for the vehicle driving apparatus for being equipped with present embodiment.
Fig. 2 is the explanatory drawin of the clutch torque mapping for the relation between clutch torque and travel of clutch that represents.
Fig. 3 be represent engine rotary speed Ne, input axle rotary speed Ni, travel of clutch Stc, accelerating travel Sta,
Fuel feed, the sequence diagram for requiring relation between shift gear and actual shift gear.
Fig. 4 is the flow chart of " contact point study control ".
Fig. 5 is the flow chart of " forcing contact point study to implement judgement processing ".
Fig. 6 is the flow chart of " contact point stroke study control ".
Fig. 7 is the flow chart of another embodiment " contact point study control ".
Embodiment
(explanation of vehicle)
Based on Fig. 1, illustrated to being equipped with the vehicle 100 of vehicle driving apparatus 1 of embodiments of the present invention.
In Fig. 1, thick line represents the mechanical connection between each device, and the arrow being made of dotted line represents the signal wire of control.Such as Fig. 1 institutes
Show, sequential is provided with engine 2, automatic clutch 3, speed changer 4, differentiator 17 in vehicle 100.Connect in differentiator 17
It is connected to driving wheel 18R, 18L of vehicle 100.In addition, driving wheel 18R, 18L are the front-wheel or trailing wheel or front and rear of vehicle 100
Wheel.In addition, vehicle 100 have control unit 10, accelerator pedal 51, acceleration sensor 52, brake pedal 53, braking sensor 54,
Gear lever 55 and gear shift sensing device 56.
Accelerator pedal 51 is used to changeably operate the motor torque Te that engine 2 is exported to drive shaft 21.Add
Speed pedal 51 is equivalent to the motor torque functional unit described in the scope of protection of present invention.Acceleration sensor 52 is to making
Accelerating travel Sta for the stroke of accelerator pedal 51 is detected, and its testing result is exported to control unit 10.Accelerate sensing
Device 52 starts the test section that looks like equivalent to described in the scope of protection of present invention.
Brake pedal 53 be used for from wheel from brake apparatus (not shown) to vehicle 100 assign brake force changeably into
Row operation.Braking sensor 54 is detected the braking distance Stb of the stroke as brake pedal 53, and by its testing result
Exported to control unit 10.
Engine 2 is to use the hydrocarbon system fuel such as gasoline, light oil, and motor torque Te is exported to its drive shaft 21
Petrol engine, diesel engine etc..Inlet manifold, cylinder cover (not shown) in engine 2 are provided with fuel supply
Device 22.Fuel supply system 22 is supplied with the device of the fuel such as gasoline, light oil.It is provided with the position adjacent with drive shaft 21
Engine rotation speed sensor 24, the engine rotation speed sensor 24 start the rotary speed as drive shaft 21
Machine rotary speed Ne is detected, and its testing result is exported to control unit 10.In addition, engine rotation speed sensor 24
Detected equivalent to the automatic clutch temperature detecting part described in the scope of protection of present invention and automatic clutch amount of work
Portion.
Automatic clutch 3 is arranged between the drive shaft 21 of engine 2 and the input shaft 41 of speed changer 4.Automatic clutch 3
It is drive shaft 21 to be made based on the instruction from control unit 10 and the clutch of self-action that input shaft 41 is connected or cut off.Automatically from
Clutch 3 can make clutch torque Tc (Fig. 2 shows) variable, and clutch torque Tc is transmitted between drive shaft 21 and input shaft 41
Torque.Automatic clutch 3 has flywheel 31, clutch disk 32, clutch cap 33, membrane spring 34, pressure plare 35, separation shaft
Hold 37, clutch actuator 38.In addition, flywheel 31 and clutch cap 33 are equivalent to described in the scope of protection of present invention
Input block.In addition, clutch disk 32 is equivalent to the output block described in the scope of protection of present invention.
Flywheel 31 is in discoideus, and rotates and link with drive shaft 21.Clutch disk 32 is configured at speed change compared to flywheel 31
4 side of device, and it is opposite with flywheel 31.Clutch disk 32 is in discoideus.On the two sides of the peripheral part of clutch disk 32, by being installed to
The buffer board 32b of the peripheral part of clutch disk 32 and be provided with a pair of of liner 32a relative to each other.Buffer board 32b is with bullet
The torsionspring of property, and be arranged between a pair of of liner 32a and exert a force to a pair of of liner 32a to separated direction.Clutch
Device disk 32 so as to the mode that moves and can not rotate against along axis direction it is chimeric with the top spline of input shaft 41 and
Rotate and link with input shaft 41.Using such structure, clutch disk 32 is contacted with flywheel 31 or separated with flywheel 31.
The end of speed changer 4 side of the clutch cap 33 from flat cylindric cylindrical portion 33a and from cylindrical portion 33a to
The cricoid ring portion 33b of the pivot direction extension of input shaft 41 is formed.Cylindrical portion 33a links with flywheel 31.Therefore, clutch
Device cover 33 is integratedly rotated with flywheel 31.Pressure plare 35 is opposite in the opposite side of flywheel 31 and clutch disk 32 and is arranged to opposite
It can move and can not rotate against along axis direction in clutch cap 33.Pressure plare 35 is in be formed centrally within inserting hole
35a's is discoideus.There is input shaft 41 in the inserting hole 35a inserts of pressure plare 35.
Membrane spring 34 is by cricoid base portion 34a and the multiple leaf springs extended from the inner peripheral of base portion 34a towards inner side
Portion 34b is formed.Plate spring part 34b is tilted in a manner of being gradually distance from base portion 34a towards interior direction.The top energy of plate spring part 34b
Enough axis direction elastic deformations along input shaft 41.Membrane spring 34 is on the top of plate spring part 34b by along axis direction pressure
It is arranged in the state of after contracting between pressure plare 35 and the ring portion 33b of clutch cap 33.The base portion 34a and pressure of membrane spring 34
Plate 35 abuts.The center section of the plate spring part 34b of membrane spring 34 is connected to the inner peripheral of the ring portion 33b of clutch cap 33.
The center insert of membrane spring 34 has input shaft 41.
Release bearing 37 is installed on the shell (not shown) of automatic clutch 3.At the center of release bearing 37, insert has defeated
Enter axis 41, release bearing 37 can move in the axial direction relative to input shaft 41.Release bearing 37 possess toward each other and
The first component 37a and second component 37b that can be rotated against.The top of first component 37a and the plate spring part 34b of membrane spring 34
End abuts.
The clutch torque Tc that clutch actuator 38 is used to enable automatic clutch 3 to transmit is variable.Clutch actuation
Device 38 possesses main body 38a, push rod 38b and clutch stroke sensor 38c.Main body 38a is fixed on the outer of automatic clutch 3
Shell.Push rod 38b from main body 38a protrude, and push rod 38b it is variable relative to the overhang that main body 38a is protruded and with separation shaft
Hold 37 second component 37b contacts, separated side moves up.The top of push rod 38b and the second component 37b of release bearing 37
Abut.Clutch actuator 38 utilizes push rod 38b to press second of release bearing 37 by the instruction from control unit 10
Part 37b, or pressings of the push rod 38b to second component 37b is released.Control unit 10 is by 38 output order of clutch actuator
And push rod 38b changeably changes the pressing force of second component 37b.Clutch stroke sensor 38c is to as push rod 38b
The travel of clutch Stc of the stroke of (clutch actuator 38) is detected, and its testing result is exported to control unit 10.From
Clutch stroke sensor 38c is equivalent to travel of clutch test section, the automatic clutch described in the scope of protection of present invention
Device temperature detecting part and automatic clutch amount of work test section.
In the state of the second component 37b of release bearing 37 is not pressed by push rod 38b, clutch disk 32 is via pressure plare
35 are exerted a force to 31 side of flywheel by membrane spring 34 and are pressed against flywheel 31.Therefore, rubbing between liner 32a and flywheel 31 is utilized
Wipe the frictional force between power and liner 32a and pressure plare 35, drive shaft 21, flywheel 31, clutch disk 32, clutch cap 33,
Pressure plare 35 and input shaft 41 rotate integrally, and automatic clutch 3 becomes connection status.
Release bearing 37 is increased to the pressing force that 34 side of membrane spring presses with the push rod 38b of clutch actuator 38
Add, coupling parts of the plate spring part 34b between the inner peripheral of ring portion 33b is deformed as fulcrum, the active force of membrane spring 34
Diminish.As a result, the work that the base portion 34a of membrane spring 34 exerts a force clutch disk 32 to 31 side of flywheel via pressure plare 35
Firmly diminish, clutch torque Tc is reduced.
Travel of clutch Stc in the state of push rod 38b does not press the second component 37b of release bearing 37 is 0.Such as figure
Shown in 2, be in the state of 0 in travel of clutch Stc, automatic clutch 3 connect and clutch torque Tc become as automatically from
The largest clutch torque Tcmax for the maximum torque that clutch 3 can be transmitted.In the maximum clutch of travel of clutch Stc maximums
In device stroke Stcmax, automatic clutch 3 is cut off, and clutch torque Tc becomes 0.Clutch torque Tc is with travel of clutch
Stc reduces from 0 increase.Also, when travel of clutch Stc becomes greater than contact point Pt, then automatic clutch 3 is cut off, from
Clutch torque Tc becomes 0.In other words, contact point Pt is that the automatic clutch 3 in dissengaged positions starts to engage and produce clutch
The travel of clutch Stc of device torque Tc.In the following description, the travel of clutch Stc at contact point Pt is set to contact point
Stroke Stct.
Speed changer 4 is arranged between automatic clutch 3 and differentiator 17.Speed changer 4 possesses input shaft 41 and output shaft 42.
Input shaft 41 is linked up with clutch disk 32.The hair exported in the connection of automatic clutch 3 from the drive shaft 21 of engine 2
Motivation torque Te inputs input shaft 41.Output shaft 42 is rotatably connected in driving wheel 18R, 18L via differentiator 17.Speed changer 4
It is the rotary speed by the rotary speed of input shaft 41 (following shorthand into input axle rotary speed Ni) divided by output shaft 42 and obtains
To the geared automatic transmission that is formed by gear 4a of the different shift gear of gear ratio.Gear 4a is utilized from control
The instruction in portion 10 and change gear ratio.In the present embodiment, speed changer 4 is automatic/hand speed changer (AMT).
Gear lever 55 is used for the shift range for changing speed changer 4, can swingingly be arranged at the driver's seat of vehicle 100.This
Outside, the shift range of speed changer 4 is included in the neutral gear that neutral gear is formed in speed changer 4 and shift gear is formed in speed changer 4
Forward gear, what formation was reversed gear in speed changer 4 reverses gear.Gear shift sensing device 56 is to as gear lever 55 and above-mentioned each shift range
Neutral gear position, forward gear position and any of position of reversing gear of corresponding position are detected, and by its testing result
Exported to control unit 10.Gear shift sensing device 56 starts the test section that looks like equivalent to described in the scope of protection of present invention.
When detecting that gear lever 55 is located at neutral gear position by gear shift sensing device 56, control unit 10 make gear 4a work and in speed change
It is set to not formed the neutral gear of any shift gear in device 4.On the other hand, when detecting that driver makes speed change by gear shift sensing device 56
When bar 55 is located at forward gear position, control unit 10 makes gear 4a work and form shift gear in speed changer 4.
Input shaft rotation speed sensor 43 is provided near input shaft 41, the input shaft rotation speed sensor 43
Input axle rotary speed Ni is detected, and its testing result is exported to control unit 10.In addition, input axle rotary speed passes
Sensor 43 is examined equivalent to the input axle rotary speed test section described in the scope of protection of present invention, automatic clutch temperature
Survey portion and automatic clutch amount of work test section.Output shaft rotation speed sensor 44 is provided near output shaft 42,
Output axle rotary speed No of the output shaft rotation speed sensor 44 to the rotary speed as output shaft 42 is detected, and
Its testing result is exported to control unit 10.In addition, output shaft rotation speed sensor 44 is equivalent to claimed
Dead ship condition test section described in scope.
Control unit 10 is calculated based on the accelerating travel Sta detected by acceleration sensor 52 and requires motor torque Ter.Control
Portion 10 processed is adjusted the fuel feed of fuel supply system 22 so that the motor torque Te that is exported of engine 2 into
To require motor torque Ter.In addition, in the case where accelerator pedal 51 is not trampled (accelerating travel Sta=0), engine
Rotary speed Ne is maintained at idle running rotary speed (such as, 700r.p.m.).
" clutch of the control unit 10 with reference to the relation between the travel of clutch Stc and clutch torque Tc represented shown in Fig. 2
Device torque map " and clutch torque is calculated based on the travel of clutch Stc detected by clutch stroke sensor 38c
Tc.The clutch torque Tc being calculated be used for control unit 10 when starting of vehicle 100, speed changer 4 speed change when control.
Control unit 10 has contact point test section 10a, contact point change judging part 10b, forces contact point study enforcement division
10c and contact point correction unit 10d.
In the state of engine 2 rotates, speed changer 4 is in neutral gear, contact point test section 10a is to clutch actuator 38
It is controlled, so that the automatic clutch 3 cut off gradually engages and is based on input axle rotary speed Ni and travel of clutch
Stc detects contact point stroke Stct.
Contact point changes judging part 10b to whether being generated in automatic clutch 3 the contact point Pt of automatic clutch 3 being made
Change into influence is judged.
Contact point study enforcement division 10c is forced to be judged as generating in automatic clutch 3 in contact point change judging part 10b
In the case of the change that butt contact Pt is impacted, speed changer 4 is set to neutral gear and performed carried out by contact point test section 10a
Contact point stroke Stct detection.
Contact point correction unit 10d based on by the contact point stroke Stct that contact point test section 10a is detected to control with connecing
Contact travel Stcc is corrected.
Above-mentioned includes engine 2, automatic clutch 3, speed changer 4, control unit 10, engine rotation speed sensor
24th, input shaft rotation speed sensor 43, output shaft rotation speed sensor 44, accelerator pedal 51, acceleration sensor 52, braking
Structure including pedal 53, braking sensor 54, gear lever 55 and gear shift sensing device 56 is vehicle driving apparatus 1.
(summary of contact point stroke study control)
Use the summary of " the contact point stroke study controls " being detected of open butt joint contact travel Stct for Fig. 3.When
Proceed by " contact point stroke study control ", then in the state of vehicle 100 is in parking and speed changer 4 is in neutral gear,
Make the gradually engaging (T4~T7 of Fig. 3) of automatic clutch 3 cut off.Then, input axle rotary speed Ni is risen into predetermined rotation
The travel of clutch Stc of (T6 of Fig. 3) is detected as the common point of rotation (Japanese when rotary speed：Even れ return り points) P1.Also, base
Contact point stroke Stct is calculated in the common point of rotation P1 detected, and control is corrected with contact point stroke Stcc.Control
System travel of clutch Stc used in the common connection that contact point stroke Stcc is automatic clutch 3, the control disconnected.
For " the contact point stroke study control ", explained using the flow chart shown in Fig. 6.
(summary of contact point study control)
In the present embodiment, when the igniting of vehicle 100 is opened, then start shown in Fig. 4 described later " contact point learns
Control ".In " contact point study control ", the change that butt contact Pt impacts is produced in automatic clutch 3, so as to control
Portion 10 processed be judged as needing forcibly butt contact stroke Stct be detected control carried out with contact point stroke Stcc
In the case of correction, start to look like even if driver exists, also forcibly perform above-mentioned " contact point stroke study control ".
That is, even if driver's step on the accelerator 51 (T5 of Fig. 3), untill " contact point stroke study control " is completed
(T6 of Fig. 3), ignores operation of the driver to accelerator pedal 51 and engine rotary speed Ne is maintained to constant rotation speed
Degree.In addition, even if driver make gear lever 55 positioned at neutral gear position positioned in addition to neutral gear position position (such as, it is preceding
Put into gear, position of reversing gear) (T3 of Fig. 3), untill " contact point stroke study control " is completed (T6 of Fig. 3), ignore and drive
Operation of the person of sailing to gear lever 55 and maintain neutral gear in speed changer 4.
In this way, even if starting to look like there are driver, " contact point stroke study control " is also carried out.Therefore, right
The change that contact point Pt is impacted is in the case where automatic clutch 3 generates, and " contact point stroke study control " is by frequency
Perform higher, therefore, contact point stroke Stct of the control with contact point stroke Stcc by advance correction into reality.
" contact point stroke study control " was completed at 1 second~2 seconds or so.Therefore, starting what is looked like there are driver
In the case of, " contact point stroke study control " is performed, even if vehicle 100 starts to delay, driver also almost feels not
To indisposed sense.
(contact point study control)
Hereinafter, " contact point study control " is illustrated using the flow chart shown in Fig. 4.
When igniting is opened, and power supply is put into control unit 10, starts " contact point study control ", in step sl, hold
Row " force contact point study implement judge processing " and to whether should forcibly learn contact point and judge.For this
" forcing contact point study to implement judgement processing ", is illustrated using the flow chart shown in Fig. 5.When beginning " forces contact point
Judgement processing is implemented in study " when, in the step s 21, control unit 10 is ON being judged as that contact point study is implemented to need flag
In the case of (step S21：It is), program is entered step S25.On the other hand, control unit 10 is being judged as contact point study implementation
It is (step S21 in the case of OFF to need flag：It is no), program is entered step S22.
In step S22, it is judged as that the temperature of the liner 32a of automatic clutch 3 becomes in contact point change judging part 10b
(step S22 in the case of more than set point of temperature：It is), program is entered step S28.On the other hand, change in contact point and judge
Portion 10b is judged as that the temperature of the liner 32a of automatic clutch 3 is less than (step S22 in the case of set point of temperature：It is no), make program
Enter step S23.
In the case where the temperature of the liner 32a of automatic clutch 3 becomes more than set point of temperature, the friction system of liner 32a
Number produces change.Then, the relation between the travel of clutch Stc and clutch torque Tc shown in Fig. 2 also changes, so as to contact
Point Pt also changes.It is detected therefore, it is necessary to butt contact stroke Stct and control is corrected with contact point stroke Stcc.
In the present embodiment, control unit 10 is rotated based on engine rotary speed Ne and the difference of input axle rotary speed Ni
Speed and clutch torque Tc estimate the temperature of liner 32a.The temperature of the liner 32a of the automatic clutch 3 pushes away
It is many institute's weeks as disclosed in Japanese Unexamined Patent Publication 2004-60772 publications, Japanese Unexamined Patent Application 62-100631 publications to determine method
The technology known, therefore, omits further instruction.
In addition it is also possible to examined using the temperature to liner 32a or with the temperature of the relevant component of the temperature of liner 32a
Radiation thermometer of survey etc. is detected the temperature of liner 32a.
In step S23, it is judged as in contact point change judging part 10b from previous " contact point stroke study control "
Be performed automatic clutch 3 accumulation amount of work be it is more than regulation amount of work in the case of (step S23：It is), control unit 10
Program is set to enter step S28.It is judged as in contact point change judging part 10b from previous " contact point stroke study control " quilt
The amount of work for having performed the accumulation of automatic clutch 3 is less than (step S23 in the case of regulation amount of work：It is no), control unit 10 makes journey
Sequence enters step S24.
In the present embodiment, control unit 10 is rotated based on engine rotary speed Ne and the difference of input axle rotary speed Ni
Pressing force between speed and liner 32a and flywheel 31 and pressure plare 35 come calculate the amount of work of liner 32a, calculate from
The amount of work of dynamic clutch 3, carries out the amount of work accumulative and calculates the amount of work of the accumulation of automatic clutch 3.In addition, control
Portion 10 calculates above-mentioned pressing force based on the travel of clutch Stc detected by clutch stroke sensor 38c.Liner 32a
The computational methods of amount of work be well-known technology as disclosed in Japanese Unexamined Patent Application 62-100631 publications, therefore,
Omit further instruction.
In this way, the amount of work of the accumulation of liner 32a is being performed from previous " contact point stroke study control "
In the case of more than setting, liner 32a is worn and the possibility of contact point Pt generation changes is higher.Therefore, it is necessary to contact
Point stroke Stct is learnt and control is corrected with contact point stroke Stcc.
In step s 24, contact point study enforcement division 10c is forced to be judged as what is detected in the step S103 in Fig. 6
Contact point stroke Stct and control are (step S24 in the case of implementing more than predetermined stroke with the difference of contact point stroke Stcc：
It is), program is entered step S28.On the other hand, contact point study enforcement division 10c is forced to be judged as the step S103 in Fig. 6
In the contact point stroke Stct that detects and control contact point stroke Stcc difference be less than implement predetermined stroke in the case of (step
Rapid S24：It is no), program is entered step S27.
In contact point stroke Stct and the control contact point that " contact point stroke study control " as shown in Figure 6 detects
The difference of stroke Stcc is that the possibility that contact point Pt is widely varied is higher in the case of implementing more than predetermined stroke, and control is used
The possibility that contact point stroke Stcc is not sufficiently corrected is higher, and therefore, it is necessary to butt contact stroke Stct to be learned again
Practise and control is corrected with contact point stroke Stcc.
In step s 25, control unit 10 is being judged as from contact point study implementation needs flag as ON, shown in Fig. 6
The execution number of " contact point stroke study control " be off (step in the case that regulation performs more than number (such as 10 times)
S25：It is), program is entered step S29.On the other hand, control unit 10 be judged as from contact point study implementation need flag into
Risen for ON, the execution number of " contact point stroke study control " shown in Fig. 6, which is less than, stops (step in the case that regulation performs number
Rapid S25：It is no), program is entered step S26.
In step S26, control unit 10 the contact point stroke Stct that is judged as detecting in the step S103 in Fig. 6 with
The control difference of contact point stroke Stcc is less than (step S26 in the case of stopping predetermined stroke：It is), judge in order to control with contact
Point stroke Stcc is fully corrected and program is entered step S29.On the other hand, it is judged as the step in Fig. 6 in control unit 10
The contact point stroke Stct and control detected in rapid S103 is off more than predetermined stroke with the difference of contact point stroke Stcc
In the case of (step S26：It is no), judge insufficient with the correction of contact point stroke Stcc in order to control and program is entered step S31.
In step s 27, contact point study implementation is needed flag to be set to OFF by control unit 10.
In step S28, contact point study implementation is needed flag to be set to ON by control unit 10.
In step S29, contact point study implementation is needed flag to be set to OFF by control unit 10.
In step S31, control unit 10 will force contact point to implement flag and be set to OFF.
In step s 32, (the step in the case where being judged as contact point study implementation to need flag being ON of control unit 10
S32：It is), program is entered step S33.On the other hand, control unit 10 is being judged as that contact point study implementation needs the flag to be
(step S32 in the case of OFF：It is no), the step for making " forcing contact point study to implement judgement processing " to terminate and make program enter Fig. 4
Rapid S2.
In step S33, control unit 10 is being judged as the phase at time point to the time point of stopping started from engine 2
The number that " contact point stroke study control " shown in interior Fig. 6 performs to being forced property be less than stipulated number (such as once,
(step S33 in the case of twice)：It is), program is entered step S34.On the other hand, control unit 10 is being judged as from starting
" study of contact point stroke controls " being forced property in a period of the time point that machine 2 starts to the time point stopped shown in Fig. 6
The number of execution be it is more than stipulated number in the case of (step S33：It is no), make " forcing contact point study to implement judgement processing " knot
Beam and make program enter Fig. 4 step S2.In addition, what " the contact point stroke study control " shown in Fig. 6 performed to being forced property
Situation refers to, is judged as that it is ON (step S5 to force contact point study to implement flag in the step S5 of Fig. 4：It is), performing
Step S8, the situation of " contact point stroke study control " on the basis of S9, is performed in step slo.In addition, above-mentioned regulation
Number is that driver does not feel the number of indisposed sense by forcibly performing " contact point stroke study control ".
In step S34, control unit 10 will force contact point to implement the step of flag is set to ON and makes program enter Fig. 4
S3。
The flow chart for returning to Fig. 4 illustrates.
In step s3, control unit 10 is judged as sending out based on the testing result from engine rotation speed sensor 24
(step S3 in the case of the start completion of motivation 2：It is), program is entered step S4.On the other hand, control unit 10 is judging
For engine 2 startup do not complete in the case of (step S3：It is no), the processing of step S3 is repeated.
In step s 4, control unit 10 is judged as that brake pedal 53 is stepped in the testing result based on braking sensor 54
Step on, and be judged as based on the testing result from output shaft rotation speed sensor 44 (dead ship condition test section) at vehicle 100
(the step S4 in the case of dead ship condition：It is), program is entered step S5.On the other hand, control unit 10 is being judged as braking
(step S4 in the case that pedal 53 is not trampled, or vehicle 100 is not in dead ship condition：It is no), the place of step S4 is repeated
Reason.
In step s 5, it is ON forcing contact point study enforcement division 10c to be judged as to force contact point study to implement flag
In the case of (step S5：It is), program is entered step S8.On the other hand, contact point study enforcement division 10c is being forced to be judged as
It is not (step S5 in the case of ON to force contact point study to implement flag：It is no), program is entered step S6.
In step s 6, control unit 10 be judged as speed changer 4 be neutral gear in the case of (step S6：Be), make program into
Enter step S7.On the other hand, control unit 10 be judged as speed changer 4 be not neutral gear in the case of (step S6：It is no), it is judged as having
There is driver to start to look like, make program return to step S1.
In the step s 7, control unit 10 is judged as based on the testing result from engine rotation speed sensor 24
Engine rotary speed Ne is (step S7 in the case of regulation rotary speed：It is), program is entered step S10.On the other hand,
Control unit 10 be judged as engine rotary speed Ne be not regulation rotary speed in the case of (step S7：It is no), it is judged as having
There is driver to start to look like, make program return to step S1.In the present embodiment, it is specified that rotary speed is the sky of engine 2
Rotate rotary speed.In addition, it is specified that the detection that rotary speed is butt contact does not cause dysgenic rotary speed, such as
Can also be the rotary speed faster hundreds of r.p.m. than idle running rotary speed.
In step s 8, contact point is forced to learn enforcement division 10c in the case where speed changer 4 is not neutral gear, to variable-speed motor
Structure 4a output orders, so that speed changer 4 is set to neutral gear.In this way, in step s 8, no matter the position of gear lever 55, speed changer 4
It is set to neutral gear to being forced property.
In step s 9, contact point study enforcement division 10c is forced to be controlled and will start to fuel supply system 22 etc.
Machine rotary speed Ne is set to regulation rotary speed.In this way, in step s 9, ignore operation of the driver to accelerator pedal 51 and send out
Motivation rotary speed Ne is set to regulation rotary speed.
In step slo, control unit 10 performs " contact point stroke study control ".For " contact point stroke study control
System ", is illustrated using the flow chart shown in Fig. 6.When " contact point stroke study control " starts, then in step S101,
Control unit 10 make to 38 output order of clutch actuator the travel of clutch Stc of the automatic clutch 3 being cut off completely by
Decrescence automatic clutch 3 is set gradually to engage less.When step S101 terminates, then program enters step S102.
In step s 102, control unit 10 is judged based on the testing result from input shaft rotation speed sensor 43
It is that the common point of rotation detects more than rotary speed (for example, 50r.p.m) for input axle rotary speed Ni, and input shaft 41 starts
(step S102 in the case of rotating：It is), it is judged as that common point of rotation P1 detect and program is entered step S103.
On the other hand, control unit 10 is being judged as that inputting axle rotary speed Ni is less than common point of rotation detection rotary speed, and input shaft
41 do not start it is rotating in the case of (step S102：It is no), the processing of step S102 is repeated.
In step s 103, contact point test section 10a is directed to and common point of rotation P1 is detected in step s 102
When travel of clutch Stc corrections (subtracted) point that predetermined value forms and be detected as contact point stroke Stct and stored.
In step S104, control unit 10 cuts off automatic clutch 3 to 38 output order of clutch actuator.
Fig. 4 is returned to illustrate.
In step s 11, contact point correction unit 10d is based on following formula (1) and corrects contact point stroke Stct in order to control with connecing
Contact travel Stcc, control are used for the common control of automatic clutch 3 with contact point stroke Stcc.
Stcc=Stcc+ (Stct-Stcc) × α (1)
Stcc：Contact point stroke is used in control
Stct：The contact point stroke detected
α：Reflection ratio
In addition, reflection ratio α is the value (such as 0.1) bigger and smaller than 1 than 0.
In addition, when control is corrected with contact point stroke Stcc, then contact point correction unit 10d is based on the control after correction
" the clutch torque mapping " shown in Fig. 2 is corrected with contact point stroke Stcc.
(effect of present embodiment)
It is clear that according to the above description, when contact point change judging part 10b is judged as producing docking in automatic clutch 3
Change that contact Pt is impacted and need study (step S22, S23 of Fig. 5 of contact point Pt：It is) when, contact point is learnt
Implement flag and be set to ON (step S28), and contact point will be forced to implement flag and be set to ON (step S34).Also, force contact point
Learning enforcement division 10c is forcing contact point to implement (the step S5 of Fig. 4 in the case that flag is ON：It is), speed changer 4 is maintained
The neutral gear (T3~T7, the step S8 of Fig. 4 of Fig. 3) of shift gear is not formed.Also, contact point test section 10a butt contact strokes
Stct is detected (the step S103 of T6, Fig. 6 of Fig. 3).Thus, the change impacted in butt contact Pt is in automatic clutch
In the case that device 3 generates, contact point stroke Stct is forcibly detected.Therefore, the study frequency of contact point stroke Stct increases
Add, contact point stroke Stct of the control with contact point stroke Stcc by advance correction into reality.
Contact point correction unit 10d is based on the contact point stroke Stct detected in the step S103 of Fig. 6 to as automatic
The control of contact point stroke is corrected (the step of Fig. 4 with contact point stroke Stcc used in the common control of clutch 3
S11).Thus, improve because control contact point stroke Stcc is relative to caused by the deviating from of actual contact point stroke Stct
When vehicle 100 starts, 4 speed change of speed changer when vehicle 100 vibrations generation.In addition, improve vehicle 100 start delay,
The deterioration of the driving of vehicle 100 after the completion of 4 speed change of speed changer.Further, automatic clutch 3 it is half-clutch when, prevent
The situation of 3 excessive slip of automatic clutch, therefore, it is possible to suppress the service life reduction of automatic clutch 3.
Contact point correction unit 10d is in the step S11 of Fig. 4 using above formula (1) and based on being detected in the step S103 of Fig. 6
To contact point stroke Stct and control be multiplied by with the difference of contact point stroke Stcc the reflection ratio α of value bigger than 0 and smaller than 1 and obtain
The value arrived, control is corrected with contact point stroke Stcc.Thus, because being detected for butt contact stroke Stct
Sensor 38c, 43 detection error, sensor 38c, 43 testing result are mixed into control contact point stroke caused by noise
In the case that Stcc has been mistakenly detected, the control that error detection has arrived can be suppressed control is used with contact point stroke Stcc
The harmful effect of contact point stroke Stcc.
(the step S4 of Fig. 4 in the case where pressure contact point study enforcement division 10c is judged as that vehicle is in dead ship condition：
It is), even detecting (step S6, S7 of Fig. 4 in the case of starting the meaning of driver：It is no), also utilize " contact point row
Journey study control " performs the correction (the step S11 of Fig. 4) of control contact point stroke Stcc.Thus, stop in vehicle 100
Che Shi, even detecting (step S6, S7 of Fig. 4 in the case of starting the meaning of driver：It is no), also forcibly study connects
Contact travel Stct, so that control is corrected with contact point stroke Stcc, therefore, the study frequency of contact point stroke Stct increases
Add, control contact point stroke Stcc is corrected into actual contact point stroke Stct in advance.
Forcing contact point study enforcement division 10c to be based on, from output shaft rotation speed sensor 44, (dead ship condition detects
Portion) testing result and be judged as vehicle 100 be in dead ship condition in the case of (the step S4 of Fig. 4：It is), not by accelerating to pass
Sensor 52 (starting the test section that looks like) and gear shift sensing device 56 (starting the test section that looks like) detect that driver's starts what is looked like
In the case of (the step S6 and S7 of Fig. 4：It is), " contact point stroke study control " is performed repeatedly in step slo, so as to hold repeatedly
The correction of the control contact point stroke Stcc of row step S11.Thus, control is become with the frequency of the correction of contact point stroke Stcc
It is more, contact point stroke Stct of the control with contact point stroke Stcc by advance correction into reality.
Contact point is forced to learn enforcement division 10c in a period of from the time point that engine 2 starts to the time point of stopping
By detecting and controlling for the contact point stroke Stct carried out by the execution (the step S10 of Fig. 4) of " contact point stroke study control "
Stipulated number (the step S33 of Fig. 5 is limited to less than with the correction (the step S11 of Fig. 4) of contact point stroke Stcc：It is no).Thus,
It can suppress starting for because caused by performing more than stipulated number to being forced property " contact point stroke study control " vehicle 100
Delay.Therefore, it is possible to suppress because vehicle 100 start delay caused by driver indisposed sense.
Being needed flag from contact point study implementation as ON, " contact point stroke study control " shown in Fig. 6 is to stop
(the step S25 of Fig. 5 in the case that no-go gage performs more than number surely：It is), even if " contact point stroke study control " is performed
Stop regulation performing more than number, control is not also restrained with contact point stroke Stcc to actual contact point stroke Stct.Therefore,
Being needed flag from contact point study implementation as ON, the execution number of " contact point stroke study control " shown in Fig. 6 into
To stop providing (the step S25 of Fig. 5 in the case of performing more than number：It is), force contact point study enforcement division 10c to contact
Point study implementation needs flag to be set to OFF (step S29), and stops the detection (the step S103 of Fig. 6) of contact point stroke Stct
With the correction (the step S11 of Fig. 4) of control contact point stroke Stcc.It is therefore prevented that even if contact point stroke Stcc is used in control
Do not restrained to actual contact point stroke Stct, also invalidly perform detecting and controlling with contact point row for contact point stroke Stct
The situation of the correction of journey Stcc.
Contact point study enforcement division 10c is forced in the contact point stroke Stct detected and control contact point stroke Stcc
Difference be less than stop predetermined stroke in the case of (the step S26 of Fig. 5：It is), it is real by the way that contact point is learnt in step S29
Applying needs flag to be set to OFF, so as to stop the correction (the step S11 of Fig. 4) of control contact point stroke Stcc.Thus, examining
The contact point stroke Stct and the difference of control contact point stroke Stcc measured, which is less than, stops predetermined stroke, and control contact point
In the case that stroke Stcc has been sufficiently corrected, it can prevent from drawing because invalidly being performed " contact point stroke study control "
The delay started of the vehicle 100 risen.
Contact point study enforcement division 10c is forced in the contact detected by " contact point stroke study control " shown in Fig. 6
It is (the step S24 of Fig. 5 in the case of implementing more than predetermined stroke that stroke Stct and control, which are put, with the difference of contact point stroke Stcc：
It is), after driver starting the meaning detected and vehicle 100 have been started, in the case where detecting the parking of vehicle 100
(the step S4 of Fig. 4：It is), perform the correction (step S11) of control contact point stroke Stcc.Thus, shown in Fig. 6 by
The contact point stroke Stct that " contact point stroke study control " detects is to implement to advise with the difference of contact point stroke Stcc with control
Determine more than stroke, and control with the correction of contact point stroke Stcc it is incomplete in the case of, when vehicle 100 stops (Fig. 4's
Step S4：It is), the correction (step S11) of control contact point stroke Stcc is performed again.Thus it is ensured that control contacts
The chance of the correction of point stroke Stcc, contact point stroke Stct of the control with contact point stroke Stcc by advance correction into reality.
When engine rotary speed Ne changes, then butt contact stroke Stct is detected sensor 38c, 43 are endowed
Vibration, although travel of clutch Stc is not up to contact point Pt, also have point of contact the possibility that stroke Stct is mistakenly detected.Cause
This, in the present embodiment, in the case where " contact point stroke study control " is performed, makes accelerator pedal 51 to engine
The operation of torque Te stops and engine rotary speed Ne is set to (in the present embodiment, the idle running rotation of regulation rotary speed
Speed) on the basis of (the step S9 of Fig. 4), perform the detection of contact point stroke Stct.Thus, in the inspection of contact point stroke Stct
During survey, the generation of the error detection of contact point stroke Stct because caused by changing engine rotary speed Ne is prevented.
" contact point stroke study control " is performed in the case of being travelled in vehicle 100, even if then speed changer 4 is empty
Gear, also by the output shaft 42 being rotating, input shaft 41 rotates, or the sensor that butt contact stroke Stct is detected
38c, 43 are endowed vibration, and therefore, although travel of clutch Stc is not up to contact point Pt, the stroke Stct that also has point of contact is wrong
The possibility of error detection.Therefore, in the present embodiment, " contact point stroke study control is performed only in the parking of vehicle 100
System ", thus, the situation for preventing above-mentioned contact point stroke Stct to be mistakenly detected.
(other embodiment)
When forcibly contact point stroke Stct is learnt or gear lever 55 is set to be fixed on the reality of neutral gear position
Apply mode.In this embodiment, vehicle driving apparatus 1 has the gear lever fixed mechanism that gear lever 55 is fixed
58.For " contact point study control " of the embodiment, using the flow chart shown in Fig. 7 come pair with shown in above-mentioned Fig. 4
" contact point study control " different point illustrates.When step S1 terminates, in step s 2, control unit 10 is based on from changing
Keep off the testing result of sensor 56 and be judged as gear lever 55 and be in (step S2 in the case of neutral gear position：Be), make program into
Enter step S3.On the other hand, control unit 10 be judged as gear lever 55 be not neutral gear position in the case of (step S2：It is no), instead
The processing of step S2 is carried out again.
(the step S5 in the case where forcing contact point study to implement flag ON：It is), in step s 8, control unit 10 is to change
Fast 58 output order of bar fixed mechanism and gear lever 55 is fixed on neutral gear position.
In this way, force contact point study enforcement division 10c (the step of Fig. 7 in the case where forcing contact point to implement flag ON
S5：It is), gear lever 55 is fixed on neutral gear position using gear lever fixed mechanism 58 and speed changer 4 is maintained and does not form change
The neutral gear (T3~T7, the step S8 of Fig. 7 of Fig. 3) of speed gear, and butt contact stroke Stct is detected (T6, Fig. 6's of Fig. 3
Step S103).Thus, in the change that butt contact Pt is impacted in the case where automatic clutch 3 generates, contact point row
Detect to being forced property of journey Stct.Therefore, contact point stroke Stcc quilts are used in the study frequency increase of contact point stroke Stct, control
Contact point stroke Stct of the advance correction into reality.If in the case where gear lever 55 is located at forward gear position (driving range),
Force contact point study to be performed, then speed changer 4 is temporarily set to neutral gear by control unit 10, therefore, trample and add in driver
During speed pedal 51, although gear lever 55 is in forward gear position, i.e. although vehicle 100 is in the position that can start, vehicle
100 also do not start, and therefore, driver feels indisposed sense.On the other hand, in the above embodiment, contact point study is being forced
During execution, gear lever 55 itself is fixed in neutral gear position, i.e. and vehicle 100 is fixed in the position that can not start, therefore,
In the case of driver's step on the accelerator 51, even if vehicle 100 does not start, driver because of the execution of pressure contact point study
Indisposed sense is not felt yet.
In the embodiment being illustrated more than, in step s 11, the reflection ratio α of above formula (1) is constant.But
Can be that mode is implemented as follows：In " forcing contact point study control ", in a parking, it is detected in contact point stroke Stct
In the case of more than stipulated number (such as 3 times), make reflection ratio α increases, so as to be carried out to control with contact point stroke Stcc
Correction.In this embodiment, by increasing reflection ratio α, control contact point stroke Stcc is corrected into reality more in advance
Contact point stroke Stct.In addition, even if adding reflection ratio α, it is checked out with contact point stroke Stct fewer than stipulated number
The situation of number compare, influenced caused by the error detection of contact point stroke Stct less.
Alternatively, it is also possible to being that mode is implemented as follows：Used in the front and rear control of the correction in " contact point stroke study control "
In the case that contact point stroke Stcc is bigger than predetermined stroke, make reflection ratio α increases, and control is carried out with contact point stroke Stcc
Correction.In this embodiment, the front and rear control of correction with contact point stroke Stcc, control contact point bigger than predetermined stroke
In the case that stroke Stcc actually significantly deviates from contact point stroke Stct, control contact point stroke Stcc is more shifted to an earlier date
Ground is corrected into actual contact point stroke Stct.
In the embodiment being illustrated more than, speed changer 4 is automatic/hand speed changer (AMT).But, as long as
It is the vehicle 100 for possessing automatic clutch 3, speed changer 4 can also be possessed gear lever fixed mechanism and speed changer is set to empty
Manual transmission, the double clutch/speed changer (DCT) of the neutral gear formation mechanism of gear.It is double clutch/speed changer in speed changer 4
Embodiment in, control unit 10 perform as automatic clutch 3 double clutch contact point stroke Stct detection and control
The correction of system contact point stroke Stcc.
In the embodiment being illustrated more than, the parking that dead ship condition is detected whether is in vehicle 100
State detecting section is output shaft rotation speed sensor 44.But, above-mentioned dead ship condition test section can also be to driving wheel
The driving wheel rotational speed detection sensor that the rotary speed of 18R, 18L are detected.
(annex item)
The vehicle driving apparatus 1 of present embodiment is formed as follows.
That is, vehicle driving apparatus 1 has the automatic clutch temperature for the temperature for detecting the automatic clutch
Test section,
Contact point change judging part based on by the automatic clutch temperature detecting part detect it is described automatically from
The temperature of clutch is to determine whether generate the change impacted to the contact point in the automatic clutch.
In addition, vehicle driving apparatus 1 has the automatic clutch being detected to the amount of work of the automatic clutch
Amount of work test section,
The contact point change judging part is described automatic based on being detected by the automatic clutch amount of work test section
The amount of work of clutch is to determine whether generate the change impacted to the contact point in the automatic clutch.
In addition, vehicle driving apparatus 1 has：
Whether dead ship condition test section, the dead ship condition test section are detected in dead ship condition the vehicle；
Start the test section that looks like, this starts meaning test section to start the meaning to be detected driver；And
Usual contact point study enforcement division, detects that the vehicle is in dead ship condition in the dead ship condition test section,
And the test section that starts to look like be not detected by driver start the meaning in the case of, which holds
The detection for the contact point stroke that row is carried out by the contact point test section, it is right based on the contact point stroke detected
Control is corrected with contact point stroke, which is used for the control of the automatic clutch with contact point stroke,
The contact point change judging part is being judged as described in before and after the usually contact point study enforcement division correction
Control with contact point stroke be it is more than predetermined stroke in the case of, be judged as generating to the contact in the automatic clutch
The change that point impacts.
In addition, vehicle driving apparatus 1 has motor torque functional unit, the motor torque functional unit is changeably
The motor torque that the engine is exported to the drive shaft is operated,
It is described to force contact point study enforcement division in the engine for making to be carried out by the motor torque functional unit
On the basis of the operation of torque stops and the rotary speed of the engine is set to regulation rotary speed, perform and examined by contact point
The detection for the contact point stroke that survey portion carries out.
Symbol description
1 ... vehicle driving apparatus, 2 ... engines, 3 ... automatic clutches, 4 ... speed changers, 10 ... control units, 10a ...
Contact point test section, 10b ... contact points change judging part, 10c ... force contact point study enforcement division, 10d ... contact point calibrations
Portion, 21 ... drive shafts, 24 ... engine rotation speed sensors (automatic clutch temperature detecting part, automatic clutch amount of work
Test section), 31 ... flywheels (input block), 32 ... clutch disks (output block), 33 ... clutch caps (input block), 35 ...
Pressure plare (input block), 38 ... clutch actuators, 38c ... clutch stroke sensors are (travel of clutch test section, automatic
Clutch temp test section, automatic clutch amount of work test section), 41 ... input shafts, 42 ... output shafts, 43 ... input shafts rotation
Velocity sensor (input axle rotary speed test section, automatic clutch temperature detecting part, automatic clutch amount of work test section),
44 ... output shaft rotation speed sensors (dead ship condition test section), 51 ... accelerator pedals (motor torque functional unit),
52 ... acceleration sensors (starting the test section that looks like), 55 ... gear levers, 56 ... gear shift sensing devices (starting the test section that looks like), 58 ...
Gear lever fixed mechanism.
Claims (10)
1. a kind of vehicle driving apparatus, has：
Speed changer, the speed changer possess：Input shaft, the motor torque exported from the drive shaft of engine input the input shaft；
And output shaft, the driving wheel rotation of the output shaft and vehicle link, the rotary speed which forms the input shaft is removed
With the different multiple shift gear of gear ratio obtained from the rotary speed of the output shaft；
Axle rotary speed test section is inputted, which detects the rotary speed of the input shaft；
Automatic clutch, the automatic clutch possess：Input block, the input block link with drive shaft rotation；Output
Component, the output block link with input shaft rotation；And clutch actuator, the clutch actuator make as from institute
The clutch torque for stating torque of the input block to the output block transmission is variable；
Travel of clutch test section, the travel of clutch test section detect the clutch of the stroke as the clutch actuator
Stroke；
Contact point test section, the contact point test section are rotated in the engine, and the speed changer is in and does not form the speed change
At the neutral gear of gear, by being controlled to the clutch actuator, the automatic clutch for making to cut off gradually engages, and
Based on by the rotary speed for inputting the input shaft that axle rotary speed test section detects and by the clutch row
The travel of clutch that journey test section detects detects contact point stroke, which is and the automatic clutch
Start the corresponding travel of clutch of contact point of engaging；
Contact point changes judging part, which changes judging part to whether being generated to described automatic in the automatic clutch
The change that the contact point of clutch impacts is judged；And
Contact point study enforcement division is forced, is judged as generating pair in the automatic clutch in contact point change judging part
In the case of the change that the contact point impacts, the speed changer is set to the sky by pressure contact point study enforcement division
Gear, and perform the detection of the contact point stroke carried out by the contact point test section.
2. vehicle driving apparatus according to claim 1, wherein,
With contact point correction unit, the contact point correction unit is based on the contact point row detected by the contact point test section
Journey, control is corrected with contact point stroke, the control is for the usual of the automatic clutch with contact point stroke
Control the contact point stroke.
3. vehicle driving apparatus according to claim 2, wherein,
The contact point correction unit is used based on the contact point stroke detected by the contact point test section and the control
Value obtained from the difference of contact point stroke is multiplied by reflection ratio is corrected the control with contact point stroke, and the reflection ratio is
Big and smaller than 1 value than 0.
4. the vehicle driving apparatus according to Claims 2 or 3, has：
Whether dead ship condition test section, the dead ship condition test section are detected in dead ship condition the vehicle；And
Starting the test section that looks like, this starts meaning test section to start the meaning to be detected driver,
It is judged as the vehicle based on the testing result from the dead ship condition test section and is in the situation of dead ship condition
Under, it is described to force contact point study enforcement division even in detecting that the driver starts to anticipate by the test section that starts to look like
In the case of think of, the detection of the contact point stroke carried out by the contact point test section is also performed, and perform and connect by described
The correction for the control contact point stroke that contact correction unit carries out.
5. vehicle driving apparatus according to claim 4, wherein,
It is judged as the vehicle based on the testing result from the dead ship condition test section and is in the situation of dead ship condition
Under, it is described to force contact point study enforcement division not detecting that the driver starts to look like by the test section that starts to look like
In the case of, the correction of the control contact point stroke carried out by the contact point correction unit is performed repeatedly.
6. the vehicle driving apparatus according to any one of claim 2~5, wherein,
The time that contact point study enforcement division is forced at the time point from the engine start to the engine stop
In a period of point, by the detection of the contact point stroke carried out by the contact point test section and by the contact point calibration
The control that portion carries out is limited to less than stipulated number with the correction of contact point stroke.
7. vehicle driving apparatus according to claim 6, wherein,
It is described pressure contact point study enforcement division by the contact point stroke that the contact point test section detects with it is described
In the case that control is less than stopping predetermined stroke with the difference of contact point stroke, make the control carried out by the contact point correction unit
System is stopped with the correction of contact point stroke.
8. vehicle driving apparatus according to claim 7, has：
Whether dead ship condition test section, the dead ship condition test section are detected in dead ship condition the vehicle；And
Starting the test section that looks like, this starts meaning test section to start the meaning to be detected driver,
With the difference of contact point stroke it is real in the contact point stroke and the control detected by the contact point test section
In the case of applying more than predetermined stroke, the pressure contact point study enforcement division is starting meaning test section to detect institute by described
The starting the meaning of driver is stated after vehicle startup, is detecting the parking of the vehicle by the dead ship condition test section
In the case of, perform the correction of the control contact point stroke carried out by the contact point correction unit.
9. according to vehicle driving apparatus according to any one of claims 1 to 8, wherein,
With motor torque functional unit, which changeably operates the engine to the driving
The motor torque of axis output,
It is described to force contact point study enforcement division to make by the motor torque of motor torque functional unit progress
Operation stops and the rotary speed of the engine is set to regulation rotary speed.
10. according to vehicle driving apparatus according to any one of claims 1 to 9, have：
Gear lever, the gear lever are used for the shift range for changing the speed changer；And
Gear lever fixed mechanism, the gear lever fixed mechanism fix the position of the gear lever,
The pressure contact point study enforcement division causes shadow being judged as generating in the automatic clutch to the contact point
In the case of loud change, the gear lever is fixed in the speed changer described in formation using the gear lever fixed mechanism
The position of neutral gear, so that the speed changer is set to the neutral gear, and performs and is connect as described in carrying out the contact point test section
The detection of contact travel.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2015187607A JP2017061236A (en) | 2015-09-25 | 2015-09-25 | Vehicle drive device |
| JP2015-187607 | 2015-09-25 | ||
| PCT/JP2016/076683 WO2017051733A1 (en) | 2015-09-25 | 2016-09-09 | Vehicle drive device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN108025738A true CN108025738A (en) | 2018-05-11 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201680054984.9A Pending CN108025738A (en) | 2015-09-25 | 2016-09-09 | Vehicle driving apparatus |
Country Status (3)
| Country | Link |
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| JP (1) | JP2017061236A (en) |
| CN (1) | CN108025738A (en) |
| WO (1) | WO2017051733A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111114527A (en) * | 2019-12-23 | 2020-05-08 | 潍柴动力股份有限公司 | Gear adjusting method and device and electronic equipment |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6855874B2 (en) | 2017-03-27 | 2021-04-07 | 株式会社Ihi | Combustion equipment and gas turbine |
| KR101999472B1 (en) * | 2018-01-05 | 2019-07-11 | 현대트랜시스 주식회사 | Control method for studying clutch touch point |
| US11420609B2 (en) | 2020-12-14 | 2022-08-23 | Allison Transmission, Inc. | System and method for controlling engine stop-start events |
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| JPH0623037B2 (en) * | 1984-11-14 | 1994-03-30 | いすゞ自動車株式会社 | How to learn the starting point of the clutch |
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- 2016-09-09 WO PCT/JP2016/076683 patent/WO2017051733A1/en active Application Filing
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| JP2010065731A (en) * | 2008-09-09 | 2010-03-25 | Toyota Motor Corp | Learning control device for automatic clutch |
| JP2012107659A (en) * | 2010-11-15 | 2012-06-07 | Toyota Motor Corp | Control device of friction clutch for vehicle |
| US20140172212A1 (en) * | 2012-12-18 | 2014-06-19 | Kia Motors Corporation | Method and system for setting learning period of engine clutch of hybrid vehicle |
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| CN111114527B (en) * | 2019-12-23 | 2021-10-08 | 潍柴动力股份有限公司 | Gear adjusting method and device and electronic equipment |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2017061236A (en) | 2017-03-30 |
| WO2017051733A1 (en) | 2017-03-30 |
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Application publication date: 20180511 |