DE112019004807T5 - Clutch control device - Google Patents

Abstract

This clutch control device comprises an engine (13), a transmission (21), a clutch device (26) configured to connect and disconnect the drive power transmission between the engine (13) and the transmission (21), a clutch actuator (50) ) configured to drive the clutch device (26) and change a clutch transmission capacity, a clutch actuator (4b) configured to enable the clutch device (26) to be manually operated, and a control unit (60), configured to calculate a control target value of the clutch transmission capacity according to an operation amount of the clutch operating member (4b). When a first control for connecting the clutch device (26) is performed in accordance with the operation of the clutch operating element (4b), the control unit (60) implements an intervention of a second control for limiting the clutch transmission capacity according to an engine speed and a estimated engine torque.

Description

Technical area

The present invention relates to a clutch control device.

The present application claims priority based on Japanese Patent Application No. 2018-180744 , submitted on September 26, 2018, the contents of which are incorporated here by reference.

Background technology

A saddle seat vehicle including an automated clutch system in which an actuator drives a clutch provided between an engine and a transmission has been disclosed. This technology prevents engine failure (meaning engine stopping or stalling) and deterioration in driving experience by designing half-clutch control when the clutch is connected (see, for example, Patent Document 1).

Related art documents

Patent document

Patent Document 1: Japanese Unexamined Patent Application, First Publication No. 2014-035065

summary

Problems to be solved by the invention

Incidentally, the conventional technology described above is not based on a clutch-by-wire system and there is no concept of respecting the driver's intention to operate. That is, even when the half-clutch control is used to avoid engine failure, there is a problem that the driver may be made to feel uncomfortable if intervention of the control against the driver's intention is often implemented.

An object of the present invention is to prevent a driver from being given a feeling of discomfort while allowing intervention for engine failure avoidance control in a clutch control device that also functions as a clutch-by-wire system that is capable to perform an operation of connecting and disconnecting a clutch via a clutch actuator.

Means of solving the problem

• (1) Gemäß einem Aspekt der vorliegenden Erfindung wird eine Kupplungssteuerungsvorrichtung bereitgestellt, die umfasst: einen Motor; ein Getriebe; eine Kupplungsvorrichtung, die konfiguriert ist, um die Antriebsleistungsübertragung zwischen dem Motor und dem Getriebe zu verbinden und zu trennen; einen Kupplungsaktuator, der konfiguriert ist, um die Kupplungsvorrichtung anzutreiben und ein Kupplungsübertragungsvermögen zu ändern; ein Kupplungsbetätigungselement, das konfiguriert ist, um zu ermöglichen, dass die Kupplungsvorrichtung manuell betätigt wird; und eine Steuereinheit, die konfiguriert ist, um einen Steuerzielwert des Kupplungsübertragungsvermögens gemäß einer Betätigungsgröße des Kupplungsbetätigungselements zu berechnen, wobei die Steuereinheit, wenn eine erste Steuerung zum Verbinden der Kupplungsvorrichtung gemäß der Betätigung des Kupplungsbetätigungselements durchgeführt wird, ungeachtet der Betätigung des Kupplungsbetätigungselements ein Eingreifen einer zweiten Steuerung zur Begrenzung des Kupplungsübertragungsvermögens gemäß einer Motordrehzahl und einem geschätzten Motordrehmoment implementiert.
• (2) In der Kupplungssteuerungsvorrichtung gemäß dem vorstehend beschriebenen (1) kann die Steuereinheit einen begrenzten Kupplungshydraulikdruck erhalten, bei dem die Motordrehzahl nach einem Verlauf einer vorgegebenen Zeitspanne einen Motorausfall-Bestimmungsschwellwert erreicht, den begrenzten Kupplungshydraulikdruck mit einem aktuellen Zielhydraulikdruck vergleichen und das Eingreifen der zweiten Steuerung implementieren.
• (3) In der Kupplungssteuerungsvorrichtung gemäß dem vorstehend beschriebenen (2) kann die spezifizierte Zeitspanne eine Zeitspanne sein, die erforderlich ist, um eine Kupplung zu trennen.
• (4) Wenn in der Kupplungssteuerungsvorrichtung gemäß dem vorstehend beschriebenen (3) der begrenzte Kupplungshydraulikdruck kleiner oder gleich dem Zielhydraulikdruck ist, kann die Steuereinheit das Eingreifen der zweiten Steuerung implementieren.
• (5) In der Kupplungssteuerungsvorrichtung gemäß dem vorstehend beschriebenen (3) oder (4) kann ein Grenzwert des Kupplungsübertragungsvermögens, der in der zweiten Steuerung festgelegt wird, basierend auf der spezifizierten Zeitspanne, einer Differenz zwischen einer Drehzahl, wenn die Kupplung verbunden wird, und dem Motorausfall-Bestimmungsschwellwert und dem geschätzten Motordrehmoment berechnet werden.
• (6) In der Kupplungssteuerungsvorrichtung gemäß dem vorstehend beschriebenen (3) oder (4) kann ein Grenzwert des Kupplungsübertragungsvermögens, der in der zweiten Steuerung festgelegt wird, auf der Basis eines Grenzwertkennfelds berechnet werden, das mit der Motordrehzahl variiert.
• (7) In der Kupplungssteuerungsvorrichtung gemäß dem vorstehend beschriebenen (6) kann der Grenzwert des Kupplungsübertragungsvermögens, der in der zweiten Steuerung festgelegt wird, durch Vergleichen eines ersten Grenzwerts, der auf der Basis der spezifizierten Zeitspanne, einer Differenz zwischen einer Drehzahl, wenn die Kupplung verbunden wird, und dem Motorausfall-Bestimmungsschwellwert und dem geschätzten Motordrehmoment berechnet wird, mit einem zweiten Grenzwert, der auf der Basis des Grenzwertkennfelds berechnet wird, bestimmt werden.

As the solution to the problems described above, aspects of the present invention have the following configurations:

• (1) According to one aspect of the present invention, there is provided a clutch control device comprising: an engine; a gearbox; a clutch device configured to connect and disconnect the drive power transmission between the engine and the transmission; a clutch actuator configured to drive the clutch device and change a clutch transmission capacity; a clutch actuator configured to enable the clutch device to be manually operated; and a control unit configured to calculate a control target value of the clutch transmission capacity according to an operation amount of the clutch operating member, the control unit, when performing a first control for connecting the clutch device according to the operation of the clutch operating member, engaging a second regardless of the operation of the clutch operating member Control implemented to limit clutch transmission capacity according to an engine speed and an estimated engine torque.
• (2) In the clutch control device according to (1) described above, the control unit can obtain a limited clutch hydraulic pressure at which the engine speed reaches an engine failure determination threshold value after a lapse of a predetermined period of time, compare the limited clutch hydraulic pressure with an actual target hydraulic pressure, and the intervention of the second Implement control.
• (3) In the clutch control device according to (2) described above, the specified period of time may be a period of time required to disengage a clutch.
• (4) In the clutch control device according to (3) described above, when the limited clutch hydraulic pressure is less than or equal to the target hydraulic pressure, the control unit can implement the intervention of the second control.
• (5) In the clutch control device according to (3) or (4) described above, a limit value of the clutch transmission capability set in the second control can be set based on the specified period of time, a difference between a rotational speed when the clutch is connected, and the engine failure determination threshold and the estimated engine torque are calculated.
• (6) In the clutch control device according to (3) or (4) described above, a limit value of the clutch transmission capacity set in the second control can be calculated based on a limit value map that varies with the engine speed.
• (7) In the clutch control device according to (6) described above, the limit value of the clutch transmission capability set in the second control can be set by comparing a first limit value based on the specified time period, a difference between a rotational speed when the clutch is connected, and the engine failure determination threshold value and the estimated engine torque is calculated, with a second limit value calculated on the basis of the limit value map can be determined.

Advantage of the invention

According to the clutch control device described in the above-described (1) of the present invention, in a clutch-by-wire system, a limited clutch hydraulic pressure (a limited clutch transmission capacity), which serves as the engine failure determination threshold value after the lapse of a specified period of time, during the first Control for connecting the clutch device according to the operation of the clutch operating member is consistently obtained from the engine speed and a throttle opening degree, and the intervention of the second control is implemented regardless of the operation of the clutch operating member when it is determined that a target hydraulic pressure exceeds the limited clutch hydraulic pressure (there is a possibility of Engine failure). Even if there is a possibility of engine failure, if driver operation is prioritized, it is possible to limit clutch transmission (setting the clutch in a half-clutch state) by causing the second controller to intervene before the engine failure occurs. It is thus possible to avoid an undesired engine failure during clutch connection actuation.

Since the above-described determination is also constantly made to determine the possibility of the engine failure, it is possible to accurately predict the engine failure based on the actual engine speed and the throttle opening degree, and the accuracy of the determination of the intervention of the second control (engine failure avoidance control ) will be improved. Thus, compared with a case where the intervention of the engine failure avoidance control is implemented in a timely and early manner, it is possible to reduce a frequency of intervention of the engine failure avoidance control and a feeling of discomfort given to the driver. to avoid.

According to the clutch control device described in the above (2) of the present invention, the limited clutch hydraulic pressure (the limited clutch capacity), which serves as the engine failure determination threshold value, becomes steadily off after the lapse of a specified period of time during the first control according to the operation of the clutch operating member of the engine speed and the throttle opening degree, and the intervention of the second control is implemented regardless of the operation of the clutch actuator when it is determined that a target hydraulic pressure exceeds the limited clutch hydraulic pressure (there is a possibility of engine failure). Even if there is a possibility of engine failure, if the driver's operation is prioritized, it is possible to limit the clutch transmission capacity by causing the intervention of the second controller to be implemented before the engine failure occurs. It is thus possible to avoid an undesired engine failure during clutch connection actuation.

According to the clutch control device described in the above (3) of the present invention, a period of time required for disengaging the clutch becomes from the time counted when the engine speed is decreasing at the time of connection of the clutch, obtaining the limited clutch hydraulic pressure serving as a specified engine speed (a lower limit value) in the future (after the lapse of the specified period of time), and determining whether the limited clutch hydraulic pressure is less than or equal to the target hydraulic pressure. If it is determined that the limited clutch hydraulic pressure is less than or equal to the target hydraulic pressure, clutch transmission is limited before the engine failure occurs by switching control to the second control regardless of the operation of the clutch lever. As described above, it is possible to prevent unwanted engine failure by setting the lower limit value of a future engine speed and limiting the clutch transmission capacity. The “time it takes to disengage the clutch” means a time delay from when the control unit issues a clutch disconnection instruction to when the clutch actually begins to disengage. That is, if a clutch connection speed at the time of connection of the clutch is excessively fast and an engine failure is likely to occur, the "time required to disengage the clutch" described above can be accounted for in the time to avoid engine failure by immediately adding the Clutch disconnection instruction is issued.

According to the clutch control device described in the above (4) of the present invention, when the limited clutch hydraulic pressure is less than or equal to the target hydraulic pressure, the control is switched to the second control regardless of the operation of the clutch lever and the clutch transmission is limited before the engine failure occurs. As described above, it is possible to prevent unwanted engine failure by setting the lower limit value of the future engine speed and limiting the clutch transmission capacity.

According to the clutch control device described in (5) of the present invention described above, the control unit sets the limit value of the clutch transmission capacity separately from the clutch operation on the basis of the specified period of time, the difference in the engine speed and the estimated engine torque. This makes it possible to limit the clutch transmission capacity according to the prediction of the future engine speed and to avoid the engine failure.

According to the clutch control device described in the above (6) of the present invention, the control unit sets a limit value of the clutch transmission capacity separately from the clutch operation on the basis of the limit value map which varies with the engine speed. This makes it possible to limit the clutch transmission capacity according to the prediction of the future engine speed and to avoid the engine failure.

According to the clutch control device described in the above (7) of the present invention, the control unit compares a limit value calculated from a rate of change based on the specified period of time, the difference in the engine speed and the estimated engine torque, with a second limit value obtained from the limit value map which varies with engine speed and sets a relatively small value as the limit value for the clutch transmission capacity, for example. This makes it possible to set an appropriate limit value in accordance with the engine speed or the like. It is also possible to limit the clutch transmission capacity according to the prediction of the future engine speed and to avoid engine failure.

Figure list

• 1 Fig. 3 is a left side view of a motorcycle according to an embodiment of the present invention.
• 2 Fig. 13 is a cross-sectional view of a transmission and a shift mechanism of the motorcycle.
• 3 Figure 13 is a schematic explanatory diagram of a clutch actuation system including a clutch actuator.
• 4th Figure 3 is a block diagram of a transmission system.
• 5 Fig. 13 is a graph showing a change in supplied hydraulic pressure of the clutch actuator.
• 6th Fig. 13 is a graph showing correlations among a clutch lever operation amount, a sensor output voltage, and a clutch capacity according to the embodiment of the present invention.
• 7th Fig. 13 is an explanatory diagram showing the clutch mode change according to the embodiment of the present invention.
• 8th Fig. 13 is a graph showing a change with time in an engine speed when a clutch is connected in accordance with an operation of a lever in the clutch control device according to the embodiment of the present invention.

• 9 Fig. 13 is an explanatory diagram showing an outline of an upstream component of the clutch and a downstream component of the clutch.
• 10 Fig. 13 is a map showing a change in a limited clutch hydraulic pressure with respect to the engine speed.
• 11 Fig. 13 is a time chart showing changes in control parameters in the clutch control device according to the embodiment of the present invention.
• 12th FIG. 13 is an enlarged view of a main part of FIG 11 .

Description of the embodiments

Hereinafter, embodiments of the present invention will be described with reference to the drawings. Also, in the following description, forward, backward, left and right directions and the like are the same as those in a vehicle to be described below unless otherwise noted. Also, a front arrow showing a forward direction with respect to the vehicle, a left arrow showing a left direction with respect to the vehicle, and an up arrow showing an upward direction with respect to the vehicle are in appropriate places in drawings used in the following description.

<Entire vehicle>

As in 1 illustrated, the present embodiment is applied to a motorcycle 1 which is an example of a saddle seat vehicle. A front wheel 2 of the motorcycle 1 is held by lower ends of a pair of left and right front forks 3. Upper parts of the left and right front forks 3 are supported by a head pipe 6 of a front end of a vehicle body frame 5 via a steering shaft 4. A rod-like handlebar 4a is mounted on an upper web of the steering shaft 4.

The vehicle body frame 5 includes a head pipe 6, main pipes 7 extending downward and rearward from the head pipe 6 in the center in a vehicle width direction (a left / right direction), left and right swing frames 8 extending in the downward direction of a rear end of the main pipes 7 are connected, and a seat frame 9 connected in the rearward direction of the main pipes 7 and the left and right swing frames 8. A front end of a rocker 11 is rotatably supported in the left and right swing frames 8 so that it can be swiveled. At a rear end of the swing arm 11 is a rear wheel 12 of the motorcycle 1 held.

In the upward direction of the left and right main pipes 7, a fuel tank 18 is held. In the upward direction of the seat frame 9 in the rearward direction of the fuel tank 18, a front seat 19 and a rear seat cover 19a are aligned and held in front of and behind each other. The periphery of the seat frame 9 is covered by a rear panel 9a. In the downward direction of the left and right main pipes 7 is a drive unit PU which is an electric motor of the motorcycle 1 is hung up. The drive unit PU is connected to the rear wheel 12 via a chain transmission mechanism.

The drive unit PU integrally includes a motor (an internal combustion engine and an electric motor) 13th , which is positioned on a front side of the drive unit PU, and a transmission 21 , which is positioned on a rear side of the drive unit PU. The internal combustion engine 13th is, for example, a multi-cylinder engine in which a rotating shaft of a crankshaft 14 is oriented in the left / right direction (the vehicle width direction). The internal combustion engine 13th lifts a cylinder 16 over a front part of a crankcase 15. A rear part of the crankcase 15 is used as a gearbox 17 which contains the gearbox 21 absorbs, trained.

<gear>

As in 2 shown is the transmission 21 a multi-step transmission comprising a main shaft 22, a counter shaft 23 and a transmission gear group 24 which is arranged over both shafts 22 and 23. The countershaft 23 forms an output shaft of the transmission 21 and the drive unit PU. One end of the countershaft 23 protrudes to the left side of a rear part of the crankcase 15 and is connected to the rear wheel 12 through the chain transmission mechanism.

The transmission gear group 24 includes gears corresponding to the number of gear stages held on both shafts 22 and 23. The gear 21 is in constant mesh in that a pair of corresponding gears of the transmission gear group 24 between the shafts 22 and 23 are constantly in mesh with each other. A plurality of gears held on both shafts 22 and 23 can be classified into a free gear that can rotate with respect to a corresponding shaft and a sliding gear (a contact) that is splined with a corresponding shaft. One of the free gear and the slide gear has a convex pawl provided in an axial direction and the other has a concave slot provided in the axial direction so that the slot is engaged with the pawl. That is, the transmission 21 is a so-called claw gear.

The main shaft 22 and the counter shaft 23 of the transmission 21 are arranged such that they are aligned in front of and behind one another in the rearward direction of the crankshaft 14. A coupling device 26th by a clutch actuator 50 (please refer 3 ) is operated is arranged coaxially at a right end of the main shaft 22. The coupling device 26th is for example a multi-plate wet clutch and is a so-called normally open clutch. That is, the coupling device 26th reaches a connection state in which the drive power transmission is enabled in accordance with the supply of hydraulic pressure from the clutch actuator 50 and is returned to a disconnected state in which the drive power transmission is deactivated when there is no supply of the hydraulic pressure from the clutch actuator 50 gives.

Rotational power of the crankshaft 14 is via the coupling device 26th is transmitted to the main shaft 22 and is transmitted from the main shaft 22 to the counter shaft 23 via any pair of gears of the transmission gear group 24. A pinion gear 27 of the chain transmission mechanism described above is attached to a left end of the counter shaft 23 protruding to the left side of a rear part of the crankcase 15.

In the reverse and upward directions of the transmission 21 A switching mechanism 25 that performs switching between pairs of gears of the transmission gear group 24 is incorporated. The shift mechanism 25 operates according to the pattern of a guide groove formed on its outer periphery, a plurality of shift forks 36a in accordance with the rotation of a shift drum 36 having a hollow cylindrical shape that is parallel to both shafts 22 and 23, and performs the shifting of a pair of gears for the Use in the drive power transmission between the shafts 22 and 23 in the transmission gear group 24 by.

The shift mechanism 25 includes a shift spindle 31 parallel to the shift drum 36. At the time of the shift spindle 31 rotating, a shift arm 31a fixed to the shift spindle 31 turns the shift drum 36, rotates the shift fork 36a in the axial direction according to the pattern of the guide groove, and shifts a pair of gears, with which the drive power transmission is enabled within the transmission gear group 24 (ie shifts a gear stage).

Also referring to 1 the shift spindle 31 causes a shaft outer part 3 1b to protrude to an outward side (in the left direction) of the crankcase 15 in the vehicle width direction, so that the shift mechanism 25 is operative. A shift load sensor 42 (a shift operation detecting means) is coaxially attached to the shaft outer part 31 b of the shift spindle 31. A shift lever 33 is attached to the shaft outer part 31 b (or a rotating shaft of the shift load sensor 42) of the shift spindle 31. The swing lever 33 extends rearward from a base end part 33a which is fixed to the shift spindle (3! A lower end of the link load 34 is connected through a ball joint (not shown) to a shift pedal 32 which is operated by a driver using a foot so that it is freely pivotable.

As in 1 As shown, the shift pedal 32 has a front end held on a lower part of the crankcase 15 so that the shift pedal 32 is rotated in a left / right direction via a shaft is vertically pivotable. A pedal part for hooking the tip of the driver's toe on a step board 32 a is provided at a rear end of the shift pedal 32, and a lower end of the connector load 34 is connected to a center part in a front / rear direction of the shift pedal 32.

As in 2 illustrated is a gear shifting device 35 comprising the shift pedal 34, the link load 34 and the shift mechanism 25 and gear shifting of a gear shift stage of the transmission 21 performs, configured. In the gear shifting device 35, an arrangement (the shift drum 36, the shift forks 36a and the like), which is a shift stage of the transmission 21 inside the gear case 17 shifts, referred to as a shift operation unit 35a, and an arrangement (the shift spindle 31, the shift arm 31a and the like) that rotates around the shift spindle 31 when a shift operation for the shift pedal 32 is input, and these Rotation to the shift operating unit 35a is referred to as a shift condition receiving unit 35b.

Hereafter the motorcycle is used 1 a so-called semi-automatic transmission system (automatic clutch transmission system) in which the driver only has to switch the transmission 21 (a foot operation of the shift pedal 32) and the connection and disconnection operations of the clutch device 26th can be performed automatically by the electrical controller in accordance with an operation of the shift pedal 32.

<Transmission System>

As in 4th As shown, the transmission system described above includes a clutch actuator 50 , an electronic control unit (ECU) (control unit) 60 and various types of sensors 41 to 45.

The ECU 60 controls the operation of the clutch actuator 50 various kinds of vehicle state information based on detection information from a gear position sensor 41 that detects a shift speed from a rotation angle of the shift drum 36 and a shift load sensor (for example, a torque sensor) 42 that detects an operating torque input to the shift spindle 31 from a throttle opening degree sensor 43, a vehicle speed sensor 44, and an engine speed sensor 45 and the like, and controls the operations of an ignition device 46 and a fuel injection device 47.

Detection information from hydraulic pressure sensors 57 and 58 and a shift operation detection switch (a shift neutral switch) 48 to be described later is also entered into the ECU 60 fed in.

Likewise, the ECU includes 60 a hydraulic pressure control unit (a clutch control unit) 61 and its function will be described below. In 4th denotes a reference numeral 60A the clutch control device of the present embodiment.

Also referring to 3 can the clutch actuator 50 a fluid pressure for connecting and disconnecting the coupling device 26th according to the operation control by the ECU 60 to have. The clutch actuator 50 includes an electric motor 52 (hereinafter referred to simply as an electric motor 52) used as a drive source and a master cylinder 51 driven by the electric motor 52. The clutch actuator 50 forms, together with the hydraulic circuit device 53 provided between the master cylinder 51 and the hydraulic pressure supply discharge port 50p, an integrated clutch control unit 50A.

The ECU 60 calculates a target value of hydraulic pressure (a target hydraulic pressure) supplied to a slave cylinder 28 for connecting and disconnecting the clutch device 26th is supplied based on a preset calculation program, and controls the clutch control unit 50A so that a hydraulic pressure (a sub hydraulic pressure) of the side of the sub cylinder 28 detected by the downstream hydraulic pressure sensor 58 is close to the target hydraulic pressure.

The master cylinder 51 causes a piston 51b inside a cylinder main body 51a to stroke in accordance with the drive of the electric motor 52, and allows hydraulic oil inside the cylinder main body 51a with respect to the slave cylinder 28 to be supplied and discharged. In 3 reference numeral 55 denotes a conversion mechanism serving as a ball screw mechanism, reference numeral 54 denotes a gear mechanism transverse to the electric motor 52 and the converting mechanism 55, and a reference numeral 51e denotes a reservoir connected to the master cylinder 51.

The hydraulic circuit device 53 includes a valve mechanism (a solenoid valve 56) for opening or closing a central portion of a main oil path (a hydraulic pressure supply / discharge oil path) 53m extending from the master cylinder 51 to the clutch device side 26th (the side of the slave cylinder 28). The main oil path 53m of the hydraulic circuit device 53 can be divided into an upstream oil path 53a that is from the electromagnetic valve 56 on the master cylinder 51 side and a downstream oil path 53b that is from the electromagnetic valve 56 on the slave cylinder 28 side. The hydraulic circuit device 53 further includes a bypass oil path 53c that bypasses the solenoid valve 56 and causes the upstream side oil path 53a and the downstream side oil path 53b to communicate with each other.

The solenoid valve 56 is a so-called normally open valve. A one-way valve 53c1 for causing hydraulic oil to flow in only one direction from the upstream side to the downstream side is provided on the bypass oil path 53c. On the upstream side of the solenoid valve 56, an upstream hydraulic pressure sensor 57 for detecting hydraulic pressure of the upstream oil path 53a is provided. On the downstream side of the solenoid valve 56, the downstream side hydraulic pressure sensor 58 for detecting a hydraulic pressure of the downstream side oil path 53b is provided

As in 1 For example, as shown, the clutch control unit 50A is housed in the rear fairing 9a. The slave cylinder 28 is attached to the left side of the rear part of the crankcase 15. The clutch control unit 50A and the slave cylinder 28 are connected via hydraulic pipes 53e (see FIG 3 ).

As in 2 As shown, the sub cylinder 28 is arranged coaxially in the left direction of the main shaft 22. When a hydraulic pressure from the clutch actuator 50 is supplied, the slave cylinder 28 pushes a thrust load 28a passing through the inside of the main shaft 22 in the right direction. By pushing the thrust load 28a in the right direction, the slave cylinder 28 causes the clutch device 28 to operate in a connected state via the thrust load 28a. When there is no supply of the hydraulic pressure, the slave cylinder 28 releases the pushing of the thrust load 28a and brings the clutch device on 26th return to a disconnected state.

To the coupling device 26th in the connected state, it is necessary to continue the supply of the hydraulic pressure, and so far electric power is consumed. As in 3 Thus, as shown, the solenoid valve 56 is provided in the hydraulic circuit device 53 of the clutch control unit 50A, and the solenoid valve 56 is turned on after the hydraulic pressure is supplied to the clutch device side 26th closed. This will put the on the side of the coupling device 26th supplied hydraulic pressure is maintained, and a hydraulic pressure corresponding to a decrease in pressure is configured to be supplemented (replenished by an amount corresponding to a loss) so that energy consumption is restrained.

<Clutch control>

Next, an operation of the clutch control system will be described with reference to a graph of FIG 5 described. In the graph of 5 the vertical axis represents a supplied hydraulic pressure detected by the downstream side hydraulic pressure sensor 52, and the horizontal axis represents the elapsed time.

At the time the motorcycle is stopped (idling) 1 , are both the electric motor 52 and the solenoid valve 56, which are controlled by the ECU (control unit) 60 can be controlled in a state in which the supply of electric power is blocked. That is, the electric motor 52 is in a stop state and the solenoid valve 56 is in a valve opening state. At this time, the side of the slave cylinder 28 (the downstream side) is in a low pressure state with a pressure lower than a touch point hydraulic pressure TP and the clutch device 26th is in an unsecured state (a disconnected state or a detached state). This state corresponds to an area A. from 5 .

When the motorcycle 1 is started, electric power is supplied only to the electric motor 52, and hydraulic pressure is applied from the master cylinder 51 through the solenoid valve 56 in the valve opening state fed to the slave cylinder 28 when the speed of the engine 13th is increased. When the hydraulic pressure of the side of the slave cylinder 28 (the downstream side) is increased to the touch point hydraulic pressure TP or higher, the attachment of the coupling device becomes 26th started and the coupling device 26th enters a half-clutch state in which partial drive power can be transmitted. This allows the motorcycle 1 can be started smoothly. This state corresponds to an area B. from 5 .

If thereafter there is a difference between the input rotation and the output rotation of the coupling device 26th decreases and the hydraulic pressure of the slave cylinder 28 side (the downstream side) reaches a hydraulic pressure holding lower limit LP, the attachment of the clutch device changes 26th in a locked state, and the total driving force of the motor 13th will be on the gearbox 21 transfer. This state corresponds to an area C of 5 . The areas A. to C form a start area.

When hydraulic pressure is supplied from the master cylinder 51 side to the slave cylinder 28 side, the solenoid valve 56 is in the valve opening state, the electric motor 52 is driven to rotate in a normal direction according to the electric current applied to the electric motor 52, and the master cylinder 51 is pushed. Thereby, the hydraulic pressure of the side of the slave cylinder 28 is adjusted to a clutch attachment hydraulic pressure. At this time, the clutch actuator will be driven 50 is subjected to the control based on a hydraulic pressure detected by the downstream side hydraulic pressure sensor 58.

When the hydraulic pressure of the side of the slave cylinder 28 (the downstream side) reaches a hydraulic pressure holding upper limit HP, electric power is supplied to the solenoid valve 56, the solenoid valve 56 performs a valve closing operation, the supply of electric power to the electric motor 52 is stopped, and generation hydraulic pressure is stopped. That is, the upstream side enters a low pressure state according to the release of the hydraulic pressure while the downstream side is kept in the high pressure state (hydraulic pressure holding upper limit HP). This will make the coupling device 26th is maintained in the attached state without the master cylinder 51 generating hydraulic pressure, and the power consumption can be restrained while the motorcycle is running 1 is made possible.

Here, a shift in accordance with a shift actuation can also take place immediately after a hydraulic pressure is applied to the clutch device 26th is filled. In this case, before the solenoid valve 56 performs a valve closing operation and causes the upstream side to enter a low pressure state, the electric motor 52 is driven backward in a valve open state of the solenoid valve 56, and reduces the pressure of the master cylinder 51 and communicates with the reservoir 51e to hydraulic pressure of the side clutch device 26th to the master cylinder 51 side. At this time, the clutch actuator will be driven 50 is subjected to the control based on a hydraulic pressure detected by the upstream side hydraulic pressure sensor 57.

Even if the solenoid valve 56 is closed and the clutch device 26th is kept in the attached state, the hydraulic pressure of the downstream side increases as in a range D of 5 gradually decreasing (loss). That is, the hydraulic pressure of the downstream side gradually decreases due to major reasons such as loss of hydraulic pressure and temperature decrease according to deformation and the like of seals of the solenoid valve 56 and the one-way valve 53c1.

On the other hand, a hydraulic pressure of the downstream side may be as in the area E of FIG 5 can also be increased due to an increase in temperature or the like. Since any small change in the hydraulic pressure of the downstream side can be absorbed by an accumulator (not shown) and the electric motor 52 and the solenoid valve 56 are not operated simultaneously every time the hydraulic pressure changes, the power consumption is not increased.

When a hydraulic pressure of the downstream side is as in the area E of 5 to the hydraulic pressure holding upper limit HP has increased, the solenoid valve 56 is placed in a valve opening state in a stepwise manner due to a decrease in the supply of electric power to the solenoid valve 56 or the like, and the hydraulic pressure of the downstream side is released toward the upstream side.

When the hydraulic pressure of the downstream side is as in a range F of 5 is decreased to the hydraulic pressure holding lower limit LP, the supply of electric power to the electric motor 52 is started in a state in which the solenoid valve 56 has been closed, and the Hydraulic pressure of the upstream side is increased. When the hydraulic pressure of the upstream side is higher than the hydraulic pressure of the downstream side, this hydraulic pressure is supplied (replenished) to the downstream side via the bypass oil path 53c and the one-way valve 53c1. When the downstream side hydraulic pressure becomes the hydraulic pressure holding upper limit HP, the supply of electric power to the electric motor 52 is stopped and the generation of the hydraulic pressure is stopped. Thereby, the hydraulic pressure of the downstream side is kept between the hydraulic pressure holding upper limit HP and the hydraulic pressure holding lower limit LP and the clutch device 26th is kept in the attached state. Areas D to F are defined as a constant speed range.

When the gear 21 becomes neutral when the motorcycle 1 is stopped, the supply of electric power to the electric motor 52 and the solenoid valve 56 is stopped together. At this time, the master cylinder 51 stops generating hydraulic pressure and stops supplying hydraulic pressure to the slave cylinder 28. The solenoid valve 56 is in a valve opening state, and the hydraulic pressure within the downstream oil path 53b is returned to the reservoir 51e. According to the above, the side of the slave cylinder 28 (the downstream side) is in a low pressure state with a hydraulic pressure lower than the touch point hydraulic pressure TP and the clutch device 26th is in an unsecured condition. This state corresponds to areas G and H of 5 . Areas G and H are set as the stop area.

When the gear 21 on the other hand, remains in a gear engaged state when the motorcycle 1 stops, a standby state in which standby hydraulic pressure WP is applied to the side of the slave cylinder 28 is established.

The standby hydraulic pressure WP is a hydraulic pressure that is slightly lower than the touch point hydraulic pressure TP at which the coupling device is connected 26th begins, and is a hydraulic pressure (a hydraulic pressure that acts on the areas A. and H of 5 is applied), in which the coupling device 26th is not connected. According to the application of the standby hydraulic pressure WP, the elimination of an ineffective stroke for the coupling device (cancellation of a reaction or an operation reaction force of each part, the application of a preload to a hydraulic path, or the like) and the operation responsiveness at the time of connection of the coupling device can be performed 26th will be improved.

<Switching control>

Next up is the shift control of the motorcycle 1 described.

In a gear meshing state in which a gear position of the transmission 21 is in a first-speed gear-engaged state and a vehicle speed is lower than a setting value corresponding to stopping, the motorcycle is running 1 According to the present embodiment, performs the control to decrease the standby hydraulic pressure WP supplied to the slave cylinder 28 when a shift operation of the shift pedal 32 is performed from the first gear to neutral.

If here the motorcycle 1 is in the stop state and the gear position of the transmission 21 is in any gear position other than neutral, ie when the gearbox 21 is in the gear meshing stop state, the standby hydraulic pressure WP that has been preset is supplied to the slave cylinder 28.

The standby hydraulic pressure WP is set to a first setting value P1 (see 5 ) which is a standard standby hydraulic pressure at normal times (in the case of an undetected state in which a shift operation of the shift pedal 32 is not detected). Here is the coupling device 26th in a standby state in which the elimination of the ineffective stroke has been performed and the responsiveness at the time of coupling attachment is improved. That is, if the engine speed 13th is increased by the driver increasing a throttle opening degree, the attachment of the clutch device becomes 26th immediately started according to the supply of hydraulic pressure to the slave cylinder 28, and the quick start and acceleration of the motorcycle 1 can be done.

The motorcycle 1 comprises, in addition to the shift load sensor 42, a shift actuation detection switch 48, so that the shift actuation of the driver on the shift pedal 32 is detected. For example, the switch operation detection switch 48 is disposed opposite to the tip end of the switch arm 31 and detects a slight rotation of the shift spindle 31 by the shift operation of the shift pedal 32 with high sensitivity.

When the shift operation detection switch 48 detects a shift operation from the first gear to neutral in the gear meshing stop state, the hydraulic pressure control unit 61 performs control to set the standby hydraulic pressure WP to a second setting value P2 (a standby hydraulic pressure low; see FIG 5 ), which is lower than the first setting value P1 before the shift operation.

When the gear 21 is in the gear meshing state, at normal times, the standard standby hydraulic pressure corresponding to the first setting value P1 is supplied to the slave cylinder 28 so that in the clutch device 26th so-called grinding is generated slightly. At this time, a claw and a slot (a claw hole) can be made in the claw clutch of the gearbox 21 are engaged with each other, push each other in the rotating direction, and resistance to the loosening and the switching operation may become large. In this case, when the standby hydraulic pressure WP supplied to the slave cylinder 28 is decreased to a low standby hydraulic pressure corresponding to the second setting value P2, the engagement between the pawl and the slot can be easily released and the shift operation becomes easy.

<Clutch control mode>

As in 7th shown has the clutch control device 60A according to the present embodiment, three kinds of clutch control modes. The clutch control mode appropriately changes between three modes, an automatic mode M1 in which the automatic control is performed, a manual mode M2 in which a manual mode is performed, and a manual engagement mode M3 in which according to operations of a clutch control mode changeover switch 59 (please refer 4th ) and a clutch lever (a clutch operating member) 4b (see 1 temporary manual operation is performed. Likewise, targets including the manual mode M2 and the manual intervention mode M3 are referred to as a manual system M2A.

The automatic mode M1 is a mode in which the clutch device 26th is controlled by calculating a clutch capacity suitable for a driving condition according to an automatic start / shift control. The manual mode M2 is an operating mode in which the coupling device 26th is controlled by calculating a clutch transmission capacity according to a clutch operation instruction from a user. The manual intervention mode M3 is a temporary manual mode in which the coupling device 26th is controlled by receiving a clutch operation instruction from the user during the automatic mode M1 and calculating a clutch transmission capacity from the clutch operation instruction. The manual intervention mode is also set in such a way that the operating mode is returned to the automatic operating mode M1 when the user actuates the clutch lever 4b stops (fully disengages) during manual intervention mode M3.

The clutch control device 60A According to the present embodiment, a clutch control hydraulic pressure is generated by an oil pump (not shown) using a rotational driving force of the engine 13th is driven. Thus, the clutch control device starts 60A at the time of system start-up, the control from a clutch-off state (a disconnected state) in the automatic mode M1. Also, since the clutch operation is unnecessary when the engine 13th is stopped, the clutch control device becomes 60A is set such that it returns to the clutch off state in the automatic mode M1.

Basically, the clutch control in the automatic mode M1 is carried out automatically and the motorcycle 1 is enabled to drive without any lever operation. In the automatic mode M1, a clutch transmission capacity is controlled in accordance with a throttle opening degree, an engine speed, a vehicle speed, and a shift sensor output. The motorcycle can do this 1 without an engine failure (engine stop or engine blocking) only start with a throttle actuation and shifting can only be carried out with a shift actuation. However, the coupling device 26th are automatically disconnected at the time of extremely low speed corresponding to idling. Also, the mode of operation is set by gripping the clutch lever 4b in the automatic operating mode M1 switched to the manual intervention mode M3 and the coupling device 26th can be separated as required.

On the other hand, a clutch transmission capacity in the manual mode M2 is controlled according to a lever operation by the user. Switching between the automatic mode M1 and the manual mode M2 can be carried out by operating the clutch control mode changeover switch 59 (see FIG 4th ) can be performed while the vehicle is stopped. The clutch control device 60A comprise a display indicating a validity of lever operation at the time of switching to the manual system M2A (the manual mode M2 or the manual intervention mode M3).

In the manual mode M2, the clutch control is performed manually and a clutch hydraulic pressure can be adjusted according to an operating angle of the clutch lever 4b being controlled. The connection and disconnection of the coupling device 26th can be controlled according to the user's intention and the vehicle can also travel with the coupling device 26th is connected at the time of an extremely low speed corresponding to idling. However, engine failure may be caused due to lever operation, and automatic starting with only throttle operation cannot be performed. Likewise, the clutch control is automatically carried out by intervening at the time of a shift actuation in the manual operating mode M2.

Albeit the connection and disconnection of the coupling device 26th in the automatic mode M1 by the clutch actuator 50 can be carried out automatically, manual actuation by intervening in the automatic control of the coupling device 26th temporarily performed when a manual clutch operation on the clutch lever 4b is performed (the manual intervention mode M3).

As in 6th shown, there are an actuation quantity (an angle of rotation) of the clutch lever 4b and an output value of a clutch lever operation amount sensor (a clutch operation amount sensor) 4c in a mutually proportional relationship (a correlation). The ECU 60 calculates a target hydraulic pressure of the clutch device 26th based on an output value of the clutch lever operation amount sensor 4c . An actual hydraulic pressure (a sub hydraulic pressure) generated in the sub cylinder 28 follows a target hydraulic pressure with a delay due to the pressure loss.

<Manual clutch operation>

As in 1 shown is the clutch lever 4b serving as a manual clutch operating member is attached to a base side (an inner side in the vehicle width direction) of the left grip of the handlebar 4a. The clutch lever 4b has no mechanical connection with the coupling device 26th using a cable, hydraulic pressure or the like, and acts as an actuator for transmitting a clutch operation request signal to the ECU 60 . That is, the motorcycle 1 uses a clutch-by-wire system in which the clutch lever and the clutch device 26th are electrically connected to each other.

Also referring to 4th is the clutch lever operation amount sensor 4c , which is the actuation size (angle of rotation) of the clutch lever 4b detected, integrally in the clutch lever 4b provided. The clutch lever operation amount sensor 4c converts the actuation size of the clutch lever 4b into an electrical signal and outputs the electrical signal. In a state in which the operation of the clutch lever 4b is valid (the manual system M2A), drives the ECU 60 the clutch actuator 50 based on an output of the clutch lever operation amount sensor 4c at. Likewise, the clutch lever 4b and the clutch lever operation amount sensor 4c be formed as an integrated body or separate bodies.

The motorcycle 1 includes the clutch control mode changeover switch 59 that switches between control modes of clutch operation. The clutch control mode changeover switch 59 can switch between the automatic mode M1 in which the clutch control is automatically performed under a given condition and the manual mode M2 in which the clutch control is performed in accordance with an operation of the clutch lever 4b carried out manually, carried out as required. For example, the clutch control mode changeover switch 59 is provided in a grip switch attached to the handlebar 4a. At this time, the user can easily operate the clutch control mode changeover switch 59 at the time of normal driving.

Also referring to 6th the clutch lever can move 4b between a released state in which the clutch lever 4b rotates to a clutch connection side when the clutch lever 4b is released without being gripped by the user, and an applied state in which the Clutch lever 4b rotates to a handle side (a clutch disconnection side) according to the user's gripping and abuts the handle. When the user's gripping operation is released, the clutch lever becomes 4b biased to return to the released state which is an initial position.

For example, the clutch lever operation amount sensor 4c be configured so that an output voltage in a state in which the clutch lever 4b is fully gripped (the applied state) is set to zero and the output voltage according to a releasing operation (an operation toward the clutch connection side) of the clutch lever 4b from this state is increased. In the present embodiment, a range in which a tension for a lever play part, which is at the beginning of the gripping of the clutch lever 4b is present, and a tension for a fitting margin for ensuring a gap in an amount that a finger enters between the gripped lever and the handle, from output voltages of the clutch lever operation amount sensor 4c excluded as a range of valid voltages (a valid operating range of the clutch lever 4b ).

In particular, a range between an operation amount S1 when the clutch lever 4b by an amount corresponding to the abutment clearance from the state in which the clutch lever 4b is applied, is released, and an actuation amount S2 when the clutch lever is released up to a size that corresponds to the lever play part start, corresponding to a range from a lower limit value E1 to an upper limit value E2 of the valid voltage. This range from the lower limit value E1 to the upper limit value E2 corresponds in a proportional relationship to a range from zero to MAX of the calculated value of a manually operated clutch capacity. At this time, influences of mechanical reaction, sensor fluctuation and the like are reduced, and the reliability of a magnitude of the drive of the clutch that is requested by manual operation can be improved. Also, a voltage at the time of the operation amount S1 of the clutch lever 4b can be set as the upper limit value E2 of the valid voltage, and a voltage at the time of the operation amount S2 can be set as the lower limit value E1.

<Engine Failure Avoidance Control>

Next, engine failure avoidance control of the motorcycle is performed 1 described.

The clutch control device 60A (a clutch-by-wire system) controls clutch transmission capacity according to an operation amount (an operation angle) of the clutch lever 4b when the coupling device 26th in the manual system M2A (hereinafter referred to as a manual system mode) is disconnected and connected. A basic principle of the clutch-by-wire system is that the coupling device 26th according to an operation amount of the clutch lever 4b (which can be abbreviated as a lever operation amount hereinafter) is coupled. Usually the ECU calculates 60 a target value of the clutch transmission capacity (a target value of a clutch control hydraulic pressure (a target hydraulic pressure)) according to the lever operation amount. Specifically, the target hydraulic pressure is obtained according to the lever operating amount from a map (not shown) showing a correlation (substantially a proportional relationship) between the operating angle of the clutch lever 4b and shows the target hydraulic pressure. Hereinafter, the target hydraulic pressure according to the lever operation amount is referred to as a corresponding operation hydraulic pressure.

When the coupling device 26th connected in the manual system mode operates the clutch control device 60A that intervention of the following second control is implemented according to the engine speed and the estimated engine torque, while according to the operation of the clutch lever 4b the first controller for connecting the coupling device 26th is carried out. In the second control, the clutch transmission capacity is adjusted in a first preset method regardless of the operating angle of the clutch lever 4b limited (a target hydraulic pressure value is decreased).

A clutch transmission capability limit is determined from the allowable rotational energy related to engine failure obtained from the engine speed and the estimated engine torque. That is, if it is possible to ensure an engine speed and an estimated engine torque at which the engine failure does not occur even if the engine speed drops when the clutch is connected, the limit value of the clutch transmission capacity is not set (the clutch transmission capacity is not limited ). On the other hand, when it is difficult to secure an engine speed and an estimated engine torque at which the engine failure does not occur at the time of connecting the clutch (when there is a possibility of engine failure), the limit value of the The clutch transmission capacity is set (the clutch transmission capacity is limited), and the target hydraulic pressure is set lower than the corresponding operating hydraulic pressure according to the lever operation amount.

When the coupling device 26th is connected in the manual system mode, the engagement of the half-clutch control becomes independent of the operating angle of the clutch lever 4b implemented. The half clutch control reduces the clutch transmission capacity of the clutch device 26th . The reduction in clutch transmission capacity causes the clutch device 26th slips (clutch slips). Due to the clutch slip occurs in the clutch device 26th a clutch rotation difference.

Referring to 9 the clutch rotation difference is a difference in rotational speed on a downstream side (a drive wheel side) of the clutch device 26th (referred to as a rotating speed of a main shaft) to a rotating speed on an upstream side (an engine side) of the clutch device 26th (referred to as a rotational speed of a crankshaft). Due to the occurrence of the clutch rotation difference, the engine speed is ensured to the extent that the engine failure does not occur.

Referring to 8th receives the ECU 60 consistently a limited clutch hydraulic pressure (a limited clutch capacity) at which the engine speed exceeds a predetermined engine failure determination threshold Ne _idle + α reached before a predetermined specified amount of time Time _dec from the time when the coupling begins to connect. The limited clutch hydraulic pressure is a hydraulic pressure at which the clutch transmission capacity has a limit value T _clutch to be described below. The limited clutch hydraulic pressure is compared with the current target hydraulic pressure and the engine failure is avoided by implementing the intervention of the second control (engine failure avoidance control) when it is determined that the limited clutch hydraulic pressure is less than or equal to the current target hydraulic pressure (in other words, if it is determined that there is a possibility of engine failure when the clutch is connected to the current target hydraulic pressure). It can be said that the second control is against the driver's intention to operate the clutch because the second control is the control to operate the clutch device 26th separated from the operating angle of the clutch lever 4b to operate.

It is conceivable to set the engine failure determination threshold value to a large value so that the engine failure is reliably avoided. That is, it is conceivable to cause the intervention of the engine failure avoidance control to be implemented in a timely and early manner. However, in this case, if a frequency of intervening the engine failure avoidance control against the driver's intention increases, there is a possibility that the driver may feel uncomfortable.

In the present embodiment, the following control is performed so that the driver's intention is respected as much as possible and the engine failure is reliably avoided.

The ECU 60 consistently predicts limited clutch hydraulic pressure at which engine speed will increase after a specified period of time Time _dec from the time when the connection of the clutch begins (in every calculation interval (for example every 5 ms) of the ECU 60 ) an engine failure determination threshold Ne _idle + α reaches, compares the limited clutch hydraulic pressure with the current target hydraulic pressure and determines the intervention of the engine failure avoidance control. The specified time period ( Time _dec ) is a time required to disengage the clutch (a given value of about 100 ms) and corresponds to a time delay from the time the ECU 60 issues a clutch disconnection instruction at the time the clutch actually begins to disengage.

If the engine speed is low at the time the clutch is connected, the limited clutch hydraulic pressure at which the engine speed will be in the future (after the lapse of the next specified time Time _dec ) the engine failure determination threshold Ne _idle + α is predicted, and the clutch transmission capacity (the target hydraulic pressure) is limited so that the limited clutch hydraulic pressure is less than or equal to the current target hydraulic pressure. The engine speed, when the engine speed starts to decrease when the connection of the clutch starts, is called a speed Ne _idle + α + β defined when the coupling is connected.

Next, a method for calculating the limit value is presented T _clutch of clutch transmission capability (a target hydraulic pressure).

First, Table 1 is a list of parameters used in this description.

[Table 1] I: Moment of inertia upstream of the clutch (crankshaft conversion) θ̈: angular acceleration of the crank T _eng : estimated engine torque (crankshaft conversion) T clutch: limit value of the clutch _{transmission capacity (crankshaft conversion)} Ne _idle : idle speed Ne _idle + α: engine failure determination threshold Ne _idle + α + β: speed when clutch is connected Time _dec : Period of time to ensure that the motor speed is reduced

In the present embodiment, the limit value becomes Tclutch of the clutch transmission capacity is set such that the decrease in engine speed due to the connection of the clutch satisfies the following conditions with respect to the current engine speed.

Referring first to the graph of FIG 8th consider a case where a period of time required for the engine speed Ne to be " Ne _idle + α + β "(Speed when the coupling is connected) to" Ne _idle + α “(Engine failure determination threshold) is decreased, in 8th as " Time _dec “(The specified length of time, essentially 100 ms) or more is ensured.

Equations and an inequality related to the motion on the upstream side of the clutch when the clutch 26th slips are shown in Maths 1 to 3 below.

$$\mathrm{I.}\ddot{\theta }=T_{enG}-T_{clutcH}$$

$$\ddot{\theta }=\frac{\beta }{Tim{e}_{dec}}$$

$$\frac{\beta }{\left|\ddot{\theta }\right|}>Tim{e}_{dec}$$

Maths 1 to 3 above become a range of the limit value (in Math. 4 below) T _clutch of the clutch transmission capacity is calculated. In Math. 4, " β “A difference between the speed Ne _idle + α + β when the clutch is connected and the engine failure determination threshold value Ne _idle + α . Since Math 4 is only targeting the lower side of the engine speed, the difference has β a negative value.

$$T_{enG}-T_{clutcH}=\mathrm{I.}\ddot{\theta }>\frac{-\beta \mathrm{I.}}{Tim{e}_{dec}}$$

The range of the limit T _clutch the clutch transmission capacity of Math. 4 above is shown in Math. 5 below.

$$T_{enG}+\frac{\beta \mathrm{I.}}{Tim{e}_{dec}}>T_{clutcH}$$

The limit T _clutch of the clutch transmission ability obtained in the range of Math. 5 is taken as a first limit value A. accepted. It can be said that the first limit A. based on the specified time period Time _dec and the difference β between the speed Ne _idle + α + β when the clutch is connected and the engine failure determination threshold value Ne _idle + α is calculated.

On the other hand, it is also possible to set a limit value of the clutch transmission capacity regardless of the engine torque according to the engine speed, so that the severity of engine failure (difficulty of engine failure) is improved. This limit value can be taken from the map of 10 in which the vertical axis represents limited hydraulic pressure and the horizontal axis represents engine speed. The limit T _clutch of the clutch transmission capacity obtained in this map is used as a second limit value B. accepted.

Kleinerer Wert der Grenzwerte A und B wird ausgewählt Zweiter Grenzwert B: Grenzwert der Kupplungskapazität in Abhängigkeit von Motordrehzahl Eventually it becomes the limit T _clutch of the clutch transmission capacity (the target hydraulic pressure) as shown in Table 2 below. [Table 2] Clutch Capacity (Target Hydraulic Pressure) Limit Engine speed Throttle that is closed Throttle that is open Notes as a reference (PL1) ~ Ne _idle Standby hydraulic pressure Standby Hydraulic Pressure ~ Touch Point Hydraulic Pressure Up to the grinding torque of the coupling device (PL2) ~ Ne _idle + α Standby Hydraulic Pressure ~ Touch Point Hydraulic Pressure Standby Hydraulic Pressure ~ Touch Point Hydraulic Pressure (PL3) ~ Ne _idle + α + β First limit value $\mathrm{A.}:T_{enG}+\frac{\beta \mathrm{I.}}{Tim{e}_{dec}}>T_{clutcH}$

A smaller value of the limit values A and B is selected Second limit value B: limit value of the clutch capacity as a function of the engine speed

As shown in Table 2, when the engine speed is in a range of Ne _idle or less and Ne _idle + α or less, becomes the limit T _clutch the clutch transmission capacity is set to a level that the grinding torque of the clutch device 26th is permissible.

Also, when the engine speed is in a range of Ne _idle + α + β or more, a smaller value of the first limit value A. and the second limit value B. than the limit T _clutch the clutch transmission capacity is selected.

Changes in the clutch control parameters over time are shown with reference to the graphs of FIG 11 and 12th described.

The graphs of 11 and 12th show changes in parameters with time from the time when the clutch lever 4b is gripped and the coupling device 26th is disconnected until the time when the clutch lever 4b is released and the coupling device 26th is connected.

As on the left side of a range J in 11 shown is before the coupling device 26th is connected in the system manual mode, a throttle opening degree th1 and the estimated engine torque is kept at tq1. Also at this time, the engine speed is increased to the extent that engine failure does not occur when the clutch is connected. Also at this time, the clutch is disconnected and the vehicle speed is also maintained at a value equivalent to zero. That is, the example of 11 shows the time when the motorcycle 1 starts.

As a clutch connection operation when the clutch lever 4b is rotated to the release side to decrease the operating angle (a lever angle), the target hydraulic pressure increases and the sub hydraulic pressure increases later (an area K in 12th ). When the sub hydraulic pressure increases and exceeds a touch point hydraulic pressure TP, the engine speed decreases and the countershaft torque increases, so that the vehicle speed is increased (the motorcycle 1 is started). A time point t1 when the sub hydraulic pressure reaches the touch point hydraulic pressure TP corresponds to a time point when the connection of the clutch starts (see FIG 8th ). After time t1, the coupling device is off 26th in the half-clutch state.

A point in time t2 at which the engine speed corresponds to the speed Ne _idle + α + β decreases when the clutch is connected after the connection of the clutch starts, corresponds to a timing of intervention of the engine failure avoidance control. An area L after time t2 is an area in which the control shifts from the first control according to the lever manipulation amount to the second control (the engine failure avoidance control) that does not depend on the lever manipulation amount. After time t2, in the manual system mode, the intervention of the engine failure avoidance control, which does not depend on the lever operating amount, is implemented so that the target hydraulic pressure is limited (decreased) with respect to the corresponding operating hydraulic pressure, and the half-clutch state is maintained against the lever operating amount.

The half-clutch state is generated so that the clutch rotation difference occurs and the countershaft torque decreases. The motorcycle continues to travel while the vehicle speed is gradually increased. For example, when the vehicle speed eventually, as in 11 shown increases to a specified connection determination threshold V1, the ECU determines 60 even if the coupling device 26th is fully connected that the engine failure will not take place, returns to the first control and returns to the clutch control according to the lever operation amount. It is possible to use the coupling device 26th to be linearly connected according to the lever actuation quantity.

Referring to 8th and Table 1 becomes a required period of time from the time the driver releases the clutch lever 4b engages until the time the driver pulls the clutch lever 4b solves (until the speed differs from the speed Ne _idle + α + β when the clutch is connected, to the engine failure determination threshold Ne _idle + α changes) than the time span Time _dec adopted to ensure engine speed reduction. For example, the time span corresponds to Time _dec to ensure the decrease in the engine speed of a period from a decrease determination state in which an inclination (an absolute value) of the engine speed Ne is greater than or equal to a decrease determination value to a decrease termination state in which the inclination (the absolute value) of the engine speed Ne is less than or equal to a Decrease cancellation determination value is. The timespan Time _dec to ensure the decrease in engine speed corresponds to the above specified time period Time _dec .

The ECU 60 Constantly calculates the limited clutch hydraulic pressure during lever operation when the clutch is connected. The limited clutch hydraulic pressure is a clutch hydraulic pressure that is predicted from the engine speed and the throttle opening degree to reach the engine failure determination threshold after the lapse of the specified time. The difference β between the speed Ne _idle + α + β when the clutch is connected and the engine failure determination threshold value Ne _idle + α is a predetermined given value and is an allowable engine speed value until the engine fails. T _tight is the estimated engine torque and is calculated based on the throttle opening degree from the map. Ne _idle + α also denotes the engine speed at which there is a possibility of engine failure, and Ne _idle + α + β also denotes the engine speed for calculating the limited clutch hydraulic pressure.

The ECU 60 determines that there is a possibility of engine failure if the engine speed after the period of time Time _dec to ensure the decrease in the engine speed has passed is less than or equal to the engine failure determination threshold value Ne _idle + α is. In this case the ECU limits 60 the target hydraulic pressure for clutch control to a hydraulic pressure (a limited hydraulic pressure) lower than the corresponding target hydraulic pressure according to the lever operation amount.

As described above, the clutch control device comprises 60A of the embodiment described above, the internal combustion engine 13th , The gear 21 who have favourited the coupling device 26th that is configured to drive power transmission between the engine 13th and the gearbox 21 to connect and disconnect the clutch actuator 50 that is configured to the coupling device 26th to drive and change a clutch transmission capacity, the clutch lever 4b configured to enable the coupling device 26th operated manually, and the ECU 60 configured to set a control target value (a target hydraulic pressure) of the clutch transmission capacity according to an operation amount of the clutch lever 4b to calculate. When the first control to connect the coupling device 26th according to an operation of the clutch lever 4b is carried out, implements the ECU 60 intervention of the second controller to limit the clutch transmission capacity (decrease the target hydraulic pressure value) regardless of the operation of the clutch lever 4b according to an engine speed and an estimated engine torque.

In particular, the ECU receives 60 a limited clutch hydraulic pressure at which the engine speed increases after the predetermined specified time has elapsed Time _dec the engine failure determination threshold Ne _idle + α reaches, compares the limited clutch hydraulic pressure with a current target hydraulic pressure and implements the intervention of the second control.

According to this configuration, in a clutch-by-wire system, the limited clutch hydraulic pressure (a limited clutch capacity), which serves as the engine failure determination threshold value after the lapse of a specified time, is set during the first control for connecting the clutch device 26th according to the actuation of the clutch lever 4b is consistently obtained from the engine speed and a throttle opening degree, and the engagement of the second control is made regardless of the operation of the clutch lever 4b implemented when it is determined that a target hydraulic pressure exceeds the limited clutch hydraulic pressure (there is a possibility of engine failure). Even if there is a possibility of engine failure, if driver operation is prioritized, it is possible to limit clutch transmission (setting the clutch in a half-clutch state) by causing the second controller to intervene before the engine failure occurs. It is thus possible to avoid an undesired engine failure during clutch connection actuation.

Since the above-described determination is also constantly made to determine the possibility of the engine failure, it is possible to accurately predict the engine failure based on the actual engine speed and the throttle opening degree, and the accuracy of the determination of the intervention of the second control (engine failure avoidance control ) will be improved. Thus, compared with a case where the intervention of the engine failure avoidance control is implemented in a timely and early manner, it is possible to reduce a frequency of intervention of the engine failure avoidance control and a feeling of discomfort given to the driver. to reduce.

In the clutch control device 60A is the specified time period Time _dec a time required to separate the clutch.

That is, a period of time required for the clutch to disengage is counted from the time when the engine speed decreases at the time of connection of the clutch, the limited clutch hydraulic pressure being used as a specified engine speed (a lower limit value) in the future (after the specified time has elapsed Time _dec ) is obtained, and it is determined whether the limited clutch hydraulic pressure is less than or equal to the target hydraulic pressure. If it is determined that the limited clutch hydraulic pressure is less than or equal to the target hydraulic pressure, clutch transmission capacity is limited before engine failure occurs by controlling independently of the operation of the clutch lever 4b is switched to the second control. As described above, it is possible to prevent unwanted engine failure by setting the lower limit value of a future engine speed and limiting the clutch transmission capacity. Since the time taken to disconnect the clutch (a time delay) is taken into account, it is possible to avoid the engine failure by immediately issuing the clutch disconnection instruction when a clutch connection speed is excessively fast at the time of connection of the clutch and it is likely that an engine failure occurs.

If in the clutch control device 60A the limited clutch hydraulic pressure is less than or equal to the target hydraulic pressure, the ECU implements 60 the intervention of the second control.

That is, when the limited clutch hydraulic pressure is less than or equal to the target hydraulic pressure, control becomes independent of the operation of the clutch lever 4b is switched to the second control and clutch transmission is limited before engine failure occurs. As described above, it is possible to prevent unwanted engine failure by setting the lower limit value of the future engine speed and limiting the clutch transmission capacity.

In the clutch control device 60A can be the limit T _clutch of the clutch transmission capacity set in the second controller based on the specified time period Time _dec , the difference β between the speed Ne _idle + α + β when the clutch is connected and the engine failure determination threshold value Ne _idle + α and the estimated engine torque can be calculated.

In this case the ECU sets 60 the limit T _clutch of the clutch transmission capacity separately from the clutch actuation based on the specified time period Time _dec and the difference β the Engine speed and the estimated engine torque. It is possible to limit the clutch transmission capacity according to the prediction of the future engine speed and to avoid engine failure.

In the clutch control device 60A can be the limit T _clutch of the clutch transmission capacity, which is determined in the second control, on the basis of a limit value map (see 10 ), which varies with the engine speed.

In this case the ECU sets 60 the limit T _clutch of the clutch transmission capacity separately from the clutch actuation based on the limit value map, which varies with the engine speed. This makes it possible to limit the clutch transmission capacity according to the prediction of the future engine speed and to avoid the engine failure.

In the clutch control device 60A becomes the limit T _clutch of the clutch transmission capacity, which is determined in the second control, by comparing a first limit value A. with the second limit value B. definitely.

In this case the ECU compares 60 the first limit A. derived from a rate of change based on the specified period of time Time _dec , the difference β the engine speed and the estimated engine torque is calculated, with a second limit value B. , which is calculated from the limit value map which varies with the engine speed, and sets a relatively small value as the limit value, for example T _clutch for the clutch transmission capacity. This makes it possible to set an appropriate limit value in accordance with the engine speed or the like. It is also possible to limit the clutch transmission capacity according to the prediction of the future engine speed and to avoid engine failure.

The present invention is not limited to the embodiment described above. For example, the present invention is not limited to application to a configuration in which the clutch is connected by increasing the hydraulic pressure and the clutch is disconnected by decreasing the hydraulic pressure. The present invention can be applied to a configuration in which the clutch is disconnected by increasing the hydraulic pressure and the clutch is connected by decreasing the hydraulic pressure.

The clutch actuator is not on the clutch lever 4b limited and a clutch pedal or various other actuators can be used as the clutch actuator.

The application is not limited to a saddle-seat vehicle in which the clutch actuation is automated as in the above embodiment. The present invention can also be applied to a saddle-seat vehicle comprising a so-called clutch-operated transmission device configured to enable shifting by adjusting a driving force without performing the manual clutch operation under given conditions while performing substantially manual operation.

Also, the saddle-seat vehicle described above includes all vehicles in which the driver rides on the vehicle body, and includes not only motorcycles (including motorized bicycles and scooter vehicles) but also three-wheeled vehicles (including vehicles with one front wheel and two rear wheels and vehicles with two front wheels and one Rear wheel) or four wheel vehicles and vehicles that include an electric motor as a motor.

The configuration in the embodiment described above is an example of the present invention, and various modifications can be made without departing from the spirit of the present invention.

List of reference symbols

1

Motorcycle

4b

Clutch lever (clutch actuator)

4c

Clutch lever operation amount sensor (clutch operation amount sensor)

13th

engine

21

transmission

26th

Coupling device

50

Clutch actuator

60

ECU (control unit)

60A

Clutch control device

A.

First limit value

B.

Second limit

NE

Engine speed

Neidle + α

Motor failure determination threshold

Neidle + α + β

Speed when clutch is connected

Tclutch

limit

Teng

Estimated engine torque

Timedec

Specified period of time, period of time to ensure the reduction in engine speed

β

difference

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• JP 2018180744 [0002]
• JP 2014035065 [0004]

Claims (7)

A clutch control device comprising: a motor; a gearbox; a clutch device configured to connect and disconnect the drive power transmission between the engine and the transmission; a clutch actuator configured to drive the clutch device and change a clutch transmission capacity; a clutch actuator configured to enable the clutch device to be manually operated; and a control unit configured to calculate a control target value of the clutch transmission capacity according to an operation amount of the clutch operating member, wherein the control unit, when a first control for connecting the clutch device is performed in accordance with the operation of the clutch operating element, an intervention of a second control for limiting the regardless of the operation of the clutch operating element Clutch transmission capability according to an engine speed and an estimated engine torque. Clutch control device according to Claim 1 wherein the control unit receives a limited clutch hydraulic pressure at which the engine speed reaches an engine failure determination threshold value after a lapse of a predetermined period of time, compares the limited clutch hydraulic pressure with an actual target hydraulic pressure and implements the intervention of the second controller. Clutch control device according to Claim 2 , wherein the specified time is a time required to disengage a clutch. Clutch control device according to Claim 3 wherein the control unit implements the intervention of the second control when the limited clutch hydraulic pressure is less than or equal to the target hydraulic pressure. Clutch control device according to Claim 3 or 4th , wherein a clutch transmission capability limit set in the second controller is calculated based on the specified period of time, a difference between a rotational speed when the clutch is connected, and the engine failure determination threshold and the estimated engine torque. Clutch control device according to Claim 3 or 4th wherein a clutch transmission capability limit set in the second controller is calculated based on a limit value map that varies with engine speed. Clutch control device according to Claim 6 , wherein the limit value of the clutch transmission capability set in the second controller by comparing a first limit value based on the specified period of time, a difference between a rotational speed when the clutch is connected, and the engine failure determination threshold value and the estimated engine torque is calculated, with a second limit value, which is calculated on the basis of the limit value map, is determined.

Images