JP2004308723A - Clutch controller for transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a clutch controller for a transmission capable of preventing the stop of an engine even when a driver quickly returns a clutch pedal in low rotating frequency of the engine, while allowing the driver to enjoy the clutch pedalling operation similar to manual transmission. <P>SOLUTION: In this controller of the clutch for transmitting the output of the engine loaded on a vehicle to a transmission, a clutch actuator is mounted for connecting and disconnecting the transmittance of the engine output to the transmission by operating a clutch pedal and the clutch mechanically disconnected from the clutch, the pedalling amount by the driver, of the clutch pedal is detected (S86), so that the drive of the actuator is controlled while applying the clutch engagement amount (pedal stroke cl.pdl) corresponding to the detected pedalling amount of the clutch as an upper limit. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a clutch control device for a transmission.
[0002]
[Prior art]
Recently, the mechanical connection between the clutch pedal and the clutch arranged on the floor of the driver's seat has been cut off, and an actuator (clutch mechanism) has been connected to the clutch to operate the clutch instead of the clutch pedal. A technology called an AMT (automatic manual transmission) or the like, in which the output of an internal combustion engine (drive source) is transmitted to a transmission by engaging (engagement), has been proposed. As an example thereof, one proposed in Patent Document 1 below can be mentioned.
[0003]
[Patent Document 1]
Japanese Utility Model Registration No. 2585682 (paragraphs 0007 to 0024 and FIG. 1 etc.)
[0004]
In this prior art, when the clutch pedal is connected to a pseudo load device that reproduces the pedaling force and characteristics of a normal clutch pedal, the depression amount of the clutch pedal is detected, and when the clutch mechanism is not automatically shifted, When the detected depression amount of the clutch pedal is equal to or more than a predetermined value, the manual operation based on the depression of the clutch pedal is prioritized to perform the shift operation of the clutch mechanism.
[0005]
[Problems to be solved by the invention]
In the prior art described above, a pseudo load device is connected to the clutch pedal to prevent a feeling of incompatibility in the operation of the clutch pedal, and that the manual operation is not performed when the depression amount of the clutch pedal is less than a predetermined value. Thus, the clutch is prevented from slipping due to the driver driving with his / her foot on the clutch pedal, and fatigue of the driver is reduced.
[0006]
However, in the above-described conventional technique, in a manual operation, if the driver quickly returns the clutch pedal when the engine speed is low, the engine may be stopped.
[0007]
Therefore, an object of the present invention is to solve the above-described disadvantages and to enjoy the same enjoyment of clutch pedal operation as in a manual transmission, while maintaining the engine speed even when the driver quickly returns the clutch pedal when the engine speed is low. An object of the present invention is to provide a clutch control device for a transmission that does not stop.
[0008]
[Means for Solving the Problems]
In order to achieve the above object, according to the present invention, there is provided a clutch control device for transmitting an output of a drive source mounted on a vehicle to a transmission, wherein a mechanical connection with the clutch is cut off. A clutch pedal, an actuator for actuating the clutch to connect and disconnect transmission of the output of the drive source to the transmission, a clutch depression amount detecting means for detecting a depression amount of the clutch pedal by a driver, and driving of the actuator In the clutch control device for a transmission provided with manual transmission means for controlling the clutch depression amount based on the detected clutch pedal depression amount, the manual transmission means includes a clutch engagement amount corresponding to the detected clutch depression amount. The upper limit is used to control the driving of the actuator.
[0009]
This allows the driver to enjoy the joy of operating the clutch pedal, and the clutch control itself drives the clutch actuator with the upper limit of the amount of engagement of the clutch corresponding to the amount of depression of the clutch pedal. The engine does not stop even if the driver releases the clutch pedal at an excessive speed.
[0010]
According to a second aspect of the present invention, the manual transmission means is configured to determine whether the difference between the clutch engagement amount corresponding to the detected depression amount of the clutch and the target clutch engagement amount is equal to or greater than a predetermined value, and that the clutch be completely engaged. When at least one of the states close to the engaged state, the drive of the actuator is controlled with the clutch engagement amount corresponding to the detected clutch depression amount as the target clutch engagement amount.
[0011]
As described above, when the difference between the actual engagement amount of the clutch and the target clutch engagement amount is equal to or more than a predetermined value or the clutch is almost fully engaged, the engagement amount of the clutch corresponding to the depression amount of the clutch pedal is increased. Is driven with the target clutch engagement amount, no shock is generated at the time of engagement, and variations in the clutch engagement amount can be suppressed.
[0012]
According to a third aspect of the present invention, there is further provided creep control means for controlling the actuator so that the vehicle moves at a low speed when the load on the prime mover is equal to or less than a predetermined value and the transmission is in a traveling range. It was configured as follows.
[0013]
When the load on the prime mover is equal to or less than a predetermined value, in other words, when the accelerator pedal is not depressed, the driver does not intend to shift, so that the creep control is executed. Can be. In addition, complicated clutch operations at traffic jams, intersections with poor visibility, and the like can be eliminated.
[0014]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, a clutch control device for a transmission according to an embodiment of the present invention will be described with reference to the accompanying drawings.
[0015]
FIG. 1 is a schematic diagram showing the overall clutch control device for a transmission according to one embodiment.
[0016]
In the following, in the drawings, reference numeral 10 indicates a transmission. The transmission 10 is a so-called manual transmission. Although not shown in detail, the transmission 10 is a transmission with a constantly meshing synchromesh (synchronous meshing) mechanism. A plurality of gears are arranged between the shafts, and any one of the gears is meshed via a shift fork, so that any one of six forward speeds (sixth speed) and one reverse speed (first speed) can be provided. Is established.
[0017]
The transmission 10 is connected via a clutch 12 to a four-cycle DOHC type spark ignition gasoline internal combustion engine (hereinafter referred to as “engine”, corresponding to the above-described drive source) 14. The clutch 12 is a mechanical friction clutch (dry single-plate clutch).
[0018]
As shown in FIG. 2, the clutch 12 includes a flywheel 12a, a clutch cover 12b, and a pressure plate 12c on a driving side, and includes a clutch disk 12d on a driven side. The pressure plate 12c presses the clutch disk 12d against the flywheel 12a by the sling force of a spring (diaphragm type) 12e, and transmits the output of the engine 14 to the transmission 10.
[0019]
When the clutch 12 is pressed by the release fork 12f, the clutch 12 is separated from the flywheel 12a and the transmission of the output of the engine 14 to the transmission 10 is cut off.
[0020]
A hydraulic clutch actuator (actuator) 16 is connected to the release fork 12f of the clutch 12. The supply of hydraulic pressure to the clutch actuator 16 is controlled by a flow control valve 20 with an electromagnetic solenoid, and a hydraulic pressure is supplied according to the position of a spool 20a that moves according to the amount of power supplied by a known PWM method. The piston of the clutch actuator 16 moves in the axial direction in the drawing with a stroke (displacement amount) proportional to the supplied oil pressure to press the release fork 12f, and thus presses the pressure plate 12c.
[0021]
When the pressure plate 12c is pressed in the clutch 12, the pressure plate 12c is separated from the flywheel 12a, and the transmission of the output of the engine 14 to the transmission 10 is cut off.
[0022]
The so-called "half-clutch" depending on the position of the clutch actuator 16 and the partial transmission of the output of the engine 14 to the transmission 10 are not different from the case of a normal manual transmission by operating the clutch pedal by the driver. .
[0023]
Returning to the description of FIG. 1, the clutch pedal 18 is arranged on the floor surface of the vehicle driver's seat. The clutch pedal 18 is disconnected from the clutch 12 mechanically. When the actuator 16 is connected to the clutch 12 instead of the clutch pedal 18 and is driven, the clutch 12 is operated to disconnect and connect the output of the engine 14 to the transmission 10.
[0024]
The transmission 10 is connected to a shift / select actuator 22. Although not shown in detail, the shift / select actuator 22 includes a plurality of shift fork shafts and shift forks fixed to each of the shafts.
[0025]
The operation of the shift / select actuator 22 is controlled by a similar electromagnetic solenoid valve (not shown). The shift / select actuator 22 moves the shift fork shaft in the axial direction and in a direction orthogonal thereto so as to establish a target gear. Drive.
[0026]
A floor shift mechanism 24 schematically shown in FIG. 1 is provided near a vehicle driver's seat (not shown), and the shift lever 24a is moved from an R (reverse (reverse)) or N (neutral) position by a driver's operation. When moved to the M (manual) position, the manual shift mode is selected, and when moved to the D (drive) position, the automatic shift mode is selected.
[0027]
The position of the shift lever 24a is detected by a shift lever position switch (not shown), and the detected value is sent to the shift controller 26. The shift controller 26 is composed of a microcomputer and includes a CPU, a ROM, a RAM, an input / output circuit, and a counter (all not shown).
[0028]
In the shift controller 26, when the shift lever 24a is moved to the M position and then operated in the plus direction or the minus direction, the CPU recognizes that an upshift or a downshift has been instructed, and the electromagnetic solenoid of the shift / select actuator 22. To move the shift fork shaft and the shift fork, and drive the shift / select actuator 22 so that any gear different from the currently engaged gear is established. Further, the CPU energizes the electromagnetic solenoid of the flow control valve 20 to drive the clutch actuator 16, activates the clutch 12 to disconnect and connect the transmission of the engine output to the transmission 10, and then the clutch 12 The clutch actuator 16 is driven so that the output is transmitted to the transmission 10 in which the first gear is established.
[0029]
When the shift lever 24a is moved to the position D and the automatic shift mode is selected, the CPU of the shift controller 26 determines the vehicle speed and the throttle opening (accelerator opening) from the ROM similarly to the control of the normal automatic transmission. The gear is determined by searching the shift scheduling map stored in the shift scheduling map, and the shift / select actuator 22 is driven so that the gear is established.
[0030]
The output of the transmission 10 is transmitted to drive wheels 30 via a differential and a drive shaft (both not shown), and rotates the drive source 30. The transmission 10 is mounted on a vehicle partially indicated by an engine 14, driving wheels 30, and the like.
[0031]
In the transmission clutch control device shown in FIG. 1, an engine controller 32 is provided separately from the shift controller 26. The engine controller 32 is also formed of a microcomputer and includes a CPU, a ROM, a RAM, an input / output circuit, and a counter (all not shown).
[0032]
In the engine 14, an ETC (Electronic Throttle Controller) 36 is connected to a throttle valve 34 arranged in the intake system. The ETC 36 includes an actuator such as a pulse motor and its driving circuit. The actuator is provided with a throttle opening sensor 40, and outputs a signal indicating the throttle opening TH obtained through the position of the actuator.
[0033]
A crank angle sensor 42 is disposed near a crankshaft (not shown) of the engine 14, outputs a cylinder discrimination signal, and a TDC signal indicating a crank angle related to TDC (top dead center) of each cylinder; It outputs a crank angle signal obtained by subdividing it. Further, a water temperature sensor 44 is disposed near a cooling water passage (not shown) of the engine 14 and outputs a signal corresponding to the cooling water temperature TW of the engine 14.
[0034]
An accelerator opening sensor 50 is arranged near the accelerator pedal 46 arranged on the floor of the vehicle driver's seat, and outputs a signal corresponding to the depression amount (accelerator opening) AP of the accelerator pedal 46.
[0035]
A brake switch 48 is disposed near a brake (not shown) of the vehicle. The brake switch 48 outputs an ON signal when a driver performs a brake operation, and outputs an OFF signal when the brake operation is not performed. Further, a vehicle speed sensor 52 is disposed near the drive shaft of the vehicle, and outputs a signal every predetermined rotation of the drive shaft.
[0036]
The engine controller 32 receives the outputs of the crank angle sensor 42 and the vehicle speed sensor 52 and counts them with the above-described counter to detect the engine speed NE and the vehicle speed V, and detects the detected engine speed NE and an absolute pressure sensor (not shown). The fuel injection and ignition timing of the engine 14 are controlled based on the intake pipe absolute pressure (engine load) and the like. Further, the engine controller 32 receives the output of the accelerator opening sensor 50 to detect the accelerator opening AP, drives the throttle valve 34 via the ETC 36 according to the detected accelerator opening AP, and sets the throttle opening TH. Control.
[0037]
The engine controller 32 and the above-mentioned shift controller 26 are configured to be freely communicable. The shift controller 26 receives the above-mentioned engine speed NE, vehicle speed V, cooling water temperature TW, accelerator opening AP, and throttle opening TH from the engine controller 32. .
[0038]
A main shaft rotation speed sensor 54 is arranged near the main shaft of the transmission 10, and outputs a signal corresponding to the rotation speed MS of the main shaft and sends the signal to the shift controller 26.
[0039]
The hydraulic power source unit 56 shown in FIG. 1 is a unit that supplies hydraulic oil that is pumped up from a reservoir by a gear pump driven by the engine 14 and that is pressurized. The clutch actuator 16 shown in FIG. And the same kind of control valve of the shift / select actuator 22 is arranged. Although the hydraulic power unit driven by the engine is used here, a power unit driven by an electric motor or the like may be used.
[0040]
As shown in FIG. 2, a clutch position sensor 60 is arranged near the clutch actuator 16, outputs a signal corresponding to the stroke (displacement amount) of the clutch actuator 16, and sends the signal to the shift controller 26.
[0041]
Here, the clutch pedal 18 will be further described with reference to FIG. 3. As shown in FIG. 3, a pseudo load device 62 is connected to the clutch pedal 18. The load device 62 includes a plate 62a fixed to a vehicle driver's seat wall surface (not shown), a return spring 62b provided between the plate 62a and the clutch pedal 18, and a position opposite to a position where the plate 62a is arranged. , A first stopper 62d disposed on the piston / cylinder mechanism side, and a second stopper 62e disposed on the return spring side.
[0042]
The piston / cylinder mechanism 62c is provided between the clutch pedal 18 and the vehicle driver's seat floor such that the cylinder 62c1 is fixed to the vehicle driver's seat wall while the rod 62c3 of the piston 62c2 is fixed to the clutch pedal 18. Be placed. The inside of the cylinder 62c1 is filled with hydraulic oil, and when the piston 62c2 moves inside the cylinder 62c1, a viscous resistance corresponding to the damper element is given. The first stopper 62d is made of an elastic material such as hard rubber. Similarly, the second stopper 62e is made of an elastic material such as hard rubber, and is made of a material having a lower hardness (softer) than the material of the first stopper 62d.
[0043]
With this configuration, when the clutch pedal 18 is depressed by the driver's foot, the piston / cylinder mechanism 62c moves the piston 62c2 inside the cylinder 62c1 in the piston / cylinder mechanism 62c against the pulling force of the return spring 62b. The pedal (clutch pedal depression amount) shown in FIG. 4 is applied to the driver for the stroke (cl.pdl). With this load device 62, the driver can enjoy the clutch pedal operation as experienced with a normal manual transmission. The configuration for realizing the damper element is not limited to the illustrated one, and a rack and pinion mechanism having a friction element such as a disc spring on the pinion shaft may be used.
[0044]
An angle sensor 64 is disposed on the rotation axis of the clutch pedal 18 and generates an output corresponding to the rotation angle of the clutch pedal 18, more specifically, the stroke (engagement amount) of the clutch pedal 18.
[0045]
FIG. 5 is an explanatory top view of the steering wheel 66 disposed in the driver's seat of the vehicle. As shown, a pedal mode switch 70 is disposed on the steering wheel 66. The pedal mode switch 70 is operated (when pressed) by the driver, and outputs a signal indicating that the driver has selected a manual shift mode described later. An upshift switch 72 and a downshift switch 74 are further disposed on the steering wheel 66. When the driver operates the shift lever 24a, the shift lever 24a is moved to the M position and then operated in the plus or minus direction. Produces the same output as
[0046]
The outputs of the angle sensor 64, the pedal mode switch 70, the upshift switch 72, the downshift switch 74, and the brake switch 48 are sent to the shift controller 26.
[0047]
Next, the operation of the transmission clutch control device according to this embodiment will be described. The operation of the clutch control device is mainly clutch control when the vehicle starts.
[0048]
FIG. 6 shows the first half of the flow chart showing the operation, FIG. 7 shows the middle part that follows, and FIG. 8 shows the second half that follows. The illustrated program is executed by the shift controller 26 every 10 msec. 6, 7, and 8 are connected by circled letters A, B, C, and D.
[0049]
This will be described below. mt. It is determined whether or not the bit of clu is set to 1. This flag is set to 1 when the pedal mode switch 70 is operated by the driver. When the bit of this flag is set to 1 and when the M range is selected as described later, it is determined that the manual shift mode has been selected by the driver.
[0050]
When the result in S10 is affirmative, the program proceeds to S12, in which the pedal stroke cl. Enter pdl. Specifically, this is performed by inputting (detecting) a value obtained by converting the output of the angle sensor 64 from the characteristic shown in FIG. 4 (more precisely, the characteristic in the return direction).
[0051]
Next, the routine proceeds to S14, where the flag F. clu. It is determined whether an open (described later) bit is set to “1”. When the result in S14 is NO, the program proceeds to S16, in which the actual position (actual clutch position or actual stroke) of the clutch actuator 16 detected from the output of the clutch position sensor 60, real. clu. It is determined whether or not pos exceeds a predetermined value 1.
[0052]
When the result in S16 is affirmative, the program proceeds to S18, in which the flag F. clu. Set the open bit to 1. The predetermined value 1 is set by appropriately selecting a value sufficient to determine that the clutch 12 is completely released (disengaged). Thus, the bit is set to 1 in the aforementioned flag when the clutch 12 is completely released.
[0053]
On the other hand, when the result in S10 is NO, the program proceeds to S20, in which it is determined whether or not the detected accelerator opening AP is equal to or greater than the idle opening. This idle opening is a value corresponding to a minute opening of, for example, about 1 degree when the full opening is 80 degrees in terms of the throttle opening TH. In other words, the process of S20 corresponds to determining whether or not the accelerator pedal 46 is depressed at all.
[0054]
If the result in S16 is negative, it is determined that the clutch 12 is still engaged, and the flow proceeds to S22, where the flag bit is reset to 0, and the flow proceeds to S20.
[0055]
Next, when a negative determination is made in S20, the process proceeds to S24, where it is determined whether the M range is selected in the transmission 10. When a negative determination is made, the process proceeds to S26, where the D range or the R range is selected in the transmission 10. Is determined. When it is determined in S26 that the D range is selected, the process proceeds to S28, and it is determined whether the brake pedal is depressed. This is determined from the output of the brake switch 48 described above.
[0056]
When the result in S28 is affirmative, the program proceeds to S30, in which a creep control for controlling the drive of the clutch actuator 16 is performed so as to make the vehicle move forward at a very low speed (creep). On the other hand, if it is determined in S26 that the R range has been selected, or if the determination in S28 is negative, the process proceeds to S32, and the creep control is similarly performed.
[0057]
The reason why the processing in S30 is set to the weak creep control and the processing in S32 is set to the strong creep control is that the braking operation is performed in S30. Energy is wasted. Therefore, in the process of S30, the creep control is executed so that the forward force becomes weaker than in the case of S32. Since the details of the creep control are not related to the gist of the present invention, the description is omitted. Incidentally, S30 and S32 may be the same creep control.
[0058]
When the result in S24 is affirmative, the processing up to S32 is skipped. This is because, as mentioned earlier, when in the M range, even if the pedal mode switch 70 is not operated, it is considered that the manual shift mode is more suitable for the driver's intention.
[0059]
As described above, when the accelerator opening, in other words, the load of the engine 14 is equal to or less than the predetermined value (idling opening) and the transmission 10 is in the driving range, more specifically, the D or R range, The clutch actuator 16 is controlled so as to proceed at a very low speed.
[0060]
Proceeding to FIG. 7 and continuing the description of the flow chart, the process proceeds from S18 to S34, where it is determined whether or not the detected accelerator opening AP exceeds the idle opening, and if not, the process proceeds to S36. Flag F. Reset the lp bit to zero. Resetting this flag to 0 means that the clutch control described later is not performed, or that the clutch control has been completed.
[0061]
When the result in S34 is affirmative, the program proceeds to S38, in which it is determined whether the difference between the detected engine speed NE and the main shaft speed NM is equal to or greater than a predetermined value 2. The predetermined value 2 is a rotation speed sufficient to determine that the difference between the rotation engine rotation speed NE and the main shaft rotation speed NM has decreased, and is set to, for example, 50 rpm. When the result in S20 in the flowchart of FIG. 6 is affirmative, the process also proceeds to S38.
[0062]
When the result in S38 is affirmative, the program proceeds to S40, in which it is determined whether the flag bit is set to "1". Since the bit of this flag has been reset to 0 in S36, the determination in S40 is normally denied, and the process proceeds to S42, where the bit of this flag is set to 1. Setting the bit of this flag to 1 means that the clutch control described later is executed.
[0063]
Then, the program proceeds to S44, in which the target rotational speed of the engine 14 during idling, that is, the target idle rotational speed NEIDL, is set to the target rotational speed trg. ne (the target idle speed at the start of the start of the vehicle described above), in other words, is set as its initial value. The target rotation speed NEIDL of the engine 14 at the time of idling is variably set according to the cooling water temperature TW. Further, the detected engine speed NE may be used instead of the target idle speed NEIDL.
[0064]
Next, the program proceeds to S46, in which a clutch torque Tcl according to the detected engine speed NE, more specifically, a target clutch torque Tcl to be transmitted by the clutch 12 is calculated. This is performed by searching a preset table based on the detected engine speed NE.
[0065]
FIG. 9 shows the characteristics of the table. As shown, the target clutch torque Tcl is set to increase as the engine speed NE increases.
[0066]
Next, the routine proceeds to S48, where it is determined whether or not ΔAP is 0 (or almost 0). ΔAP indicates a time change rate of the accelerator opening AP, and the determination is made by obtaining a difference between the detected accelerator opening AP at the time of the previous execution and the present execution of the program in the flowchart of FIG. That is, in this step, it is determined whether or not the depression of the accelerator pedal 46 is constant. Here, determining whether or not ΔAP is 0 includes not only determining whether ΔAP is strictly 0 but also determining whether or not ΔAP is substantially 0.
[0067]
When the result in S48 is YES, the program proceeds to S50, in which the target engine speed trg. fix ne. That is, the target engine speed trg. An increment (described later) to be added to ne is set to 0.
[0068]
On the other hand, when the result in S48 is NO, the program proceeds to S52, in which it is determined whether the detected engine speed NE is increasing. When the result is YES, the program proceeds to S54, in which the target engine speed trg. ne increment trg. ne. Inc is calculated, and the program proceeds to S56, where the calculated increment is added to increase the target engine speed. The calculation of the increment value is performed by searching a table preset with the accelerator opening AP.
[0069]
FIG. 10 shows the characteristics of the table. As shown, the increment trg. ne. “inc” is set to increase as the accelerator opening AP increases. The accelerator opening AP is indicated by a throttle opening. If there is no corresponding accelerator opening AP, linear interpolation is performed and then rounded off to calculate the increment.
[0070]
On the other hand, when the result in S52 is NO, the program proceeds to S58, in which the target engine speed trg. ne (decrease) trg.ne ne. Dec is calculated, and the program proceeds to S60, in which the calculated decrement is subtracted to correct the target engine speed for reduction. The calculation of the decrement value is performed by searching a table preset with the accelerator opening AP.
[0071]
FIG. 11 shows the characteristics of the table. As shown, the decrement trg. ne. Dec is also set to increase as the accelerator opening AP increases. Accelerator opening AP is indicated by a throttle opening, and when there is no corresponding accelerator opening AP, linear interpolation is performed and then rounded off to calculate the decrement, in the same manner as in the case of calculating the increment.
[0072]
As described above, the target engine speed during idling of the engine 14 is set to the target engine speed trg. Ne is set as an initial value, and the initial value is corrected to increase or decrease based on the load (accelerator opening AP) of the engine 14 according to the detected increase or decrease in the engine speed NE.
[0073]
Next, the routine proceeds to S62, where the target engine speed trg. ne upper limit value max. trg. Calculate ne. This is similarly performed by searching a table preset with the accelerator opening AP. FIG. 12 shows the characteristics of the table. As shown, the upper limit value max. trg. ne is also set to increase as the accelerator opening AP increases. Accelerator opening AP is indicated by a throttle opening, and when there is no corresponding accelerator opening AP, linear interpolation is performed, and then rounded to calculate an increment, the target engine speed trg. This is the same as the calculation of the increment of ne.
[0074]
FIG. 13 is a block diagram functionally showing the clutch control shown in FIG. 7. In this control, as shown in the figure, a target clutch torque Tcl corresponding to the detected engine speed NE is given as a basic value, in other words, as a feedforward (F / F) amount, and Based on the opening AP (engine load), the target engine speed trg. With the target idle speed NEIDL as an initial value. ne.
[0075]
Here, if the accelerator pedal 46 is depressed at, for example, 20 degrees (in terms of throttle opening) by the driver and then kept constant, as shown in FIG. 14, the clutch torque according to NE, that is, the target Assuming that the clutch torque Tcl is calculated in an increasing direction (upward to the right in the figure) in accordance with the engine speed NE, the engine speed NE becomes a partial torque equivalent to 20 degrees in the throttle opening (a throttle opening corresponding to the throttle opening). (Engine torque) and the target clutch torque Tcl do not always converge to the engine speed at the time of coincidence.
[0076]
Actually, the engine speed NE tends to rise slightly, so that the engine speed often exceeds the speed at the time of coincidence. That is, the engine torque is determined by the driver depressing the accelerator pedal, and increases in accordance with the difference from the clutch torque. However, due to the friction phenomenon of the clutch 12, the increase in the engine speed is caused by the change in the air flow rate due to the depression of the accelerator pedal. Shows a slower response than the engine torque change corresponding to.
[0077]
Therefore, in this control, while the clutch torque corresponding to the relatively slow engine speed is given as the feedforward amount in response, the load of the engine 14 (this In the embodiment, the engine speed determined according to the accelerator opening AP) is set at the upper limit of the engine speed when it matches the target clutch torque Tcl. Based on the opening (engine load) AP, the target engine speed trg. ne is incremented by trg. ne. inc and decrement trg. ne. dec, and the detected engine speed NE becomes the target engine speed trg. The feedback (F / B) control is performed so as to converge to the engagement amount (adjustment torque) PID. clu. pos was calculated.
[0078]
Thus, the upper limit value max. Of the target engine speed calculated in S62. trg. ne is the engine speed at the intersection (indicated by an asterisk) between the target clutch torque Tcl (clutch torque according to NE) and the engine torque (engine torque according to the throttle (TH) opening) as shown in FIG. means.
[0079]
Returning to the description of the flow chart of FIG. 7, the program proceeds to S64, in which the target engine speed trg. ne is the target engine speed upper limit value max. trg. It is determined whether the value exceeds ne or not. If the result is affirmative, the process proceeds to S66, where the value is corrected to the upper limit.
[0080]
Then, the program proceeds to S68, in which the detected engine speed NE becomes the target engine speed trg. The engagement amount of the clutch 12, more specifically, the adjustment torque PID. clu. pos is calculated.
[0081]
FIG. 15 is a subroutine flowchart showing the processing.
[0082]
In the following, at S200, the target engine speed trg. The difference Ndiff is calculated by subtracting the detected engine speed NE from ne, and the process proceeds to S202, where the coefficient I is calculated from the difference Ndiff. This is performed by searching a table set in advance with the deviation Ndiff.
[0083]
FIG. 16 shows the characteristics of the table. As shown, the coefficient I is set to decrease as it increases, especially when the deviation is a positive value. When there is no corresponding value, the value is calculated by linear interpolation and then rounding off.
[0084]
Next, in S204, the product obtained by multiplying the difference Ndiff by the calculated coefficient I and another coefficient KI is added, and the I (integral) term I. Calculate the item. Note that the coefficient KI is a coefficient for converting the engine speed into clutch torque.
[0085]
Next, the process proceeds to S206, in which a table showing the characteristics shown in FIG. 17 is searched with the deviation Ndiff to calculate the coefficient P. As shown in the figure, the coefficient P is also set to decrease as the deviation increases, particularly when the deviation is a positive value. Note that the coefficient P may be set so as to increase when the deviation is a positive value and decrease when the deviation is a negative value.
[0086]
Next, in S208, the product obtained by multiplying the difference Ndiff by the calculated coefficient P and another coefficient KP is added, and the P (proportional) term P.D. Calculate the item. The coefficient KP is also a coefficient for converting the engine speed into clutch torque.
[0087]
Next, the process proceeds to S210, where a coefficient D is calculated by searching a table showing the characteristics in FIG. 18 using the deviation Ndiff. As shown, the coefficient D is set so as to increase as the deviation increases both positive and negative. Then, the process proceeds to S212, in which a difference value dNdiff between the current execution and the previous execution of the flowchart of FIG. 15 for the deviation Ndiff is calculated. In the figure, n indicates a discrete sample time.
[0088]
Then, the process proceeds to S214, in which the product obtained by multiplying the difference value dNdiff of the deviation by the calculated coefficient D by another coefficient KD is added, and the D (differential) term D.D. Calculate the item. The coefficient KD is also a coefficient for converting the engine speed into clutch torque.
[0089]
Next, the program proceeds to S216, where the feedback correction coefficient PID is calculated by adding the I term and the like, and the program proceeds to S218, where the calculated correction coefficient PID is added and the clutch engagement amount (adjustment torque) PID. clu. pos is calculated.
[0090]
Returning to the flow chart of FIG. 7, the process proceeds to S70, where the target clutch torque Tcl is adjusted to the adjustment torque PID. clu. pos, and the sum thus obtained is added to the final target clutch torque trg. clu. trq.
[0091]
Next, the routine proceeds to S72, where the obtained final target clutch torque trg. clu. from the target clutch position (target stroke of the clutch actuator 16) trg. clu. pos is calculated.
[0092]
The program then proceeds to S74 in which the detected actual position real. clu. pos (actual clutch position or actual stroke) is the target clutch position trg. cl. PID control is performed so as to match pos.
[0093]
Referring to FIG. 2, the operation amount is multiplied by the cross-sectional area of the piston of the clutch actuator 16 and converted into a volume, and the current-flow characteristic of the flow control valve 20, that is, 0 to less than 1A in the illustrated map. Is calculated, the target flow rate of the required hydraulic oil is calculated in accordance with the characteristics to be supplied, and is given as the target current value for the energization feedback control of the flow control valve 20.
[0094]
In the energization feedback control, the feedback control is performed by performing PWM using the PI control law so that the current converted by the shunt resistance of the electromagnetic solenoid of the flow control valve 20 matches the target current.
[0095]
On the other hand, when the result in S38 is NO, the program proceeds to S76, in which the flag F.F. It is determined whether or not the bit of pdl (described later) is set to 1. If the result is negative, the process proceeds to S80, where the complete engagement control is executed. If the engine speed NE and the transmission input speed NM suddenly match each other, a shock occurs. Therefore, the engagement is performed so that the driver does not feel uncomfortable by gradually performing the shock. Next, the routine proceeds to S82, where the flag F. Reset the lp bit to zero.
[0096]
Proceeding to FIG. 8 and continuing the description of the flow chart, the process proceeds to S84 after S74, and proceeds to S84. mt. clu is set again to determine whether or not the bit is set to 1. If affirmative, the process proceeds to S86, where the pedal stroke cl. Enter pdl.
[0097]
Next, the routine proceeds to S88, where the target clutch position trg. clu. pos and actual clutch position (actual position of clutch actuator 16) real. clu. pos is greater than or equal to a predetermined value 3, or the actual clutch position real. clu. pos is near full engagement, that is, the actual clutch position real. clu. It is determined whether or not pos is equal to or greater than a predetermined value 4 (for example, 4.8 mm with respect to 5.05 mm for complete engagement). If the determination is negative, the process proceeds to S90, and the input (detected) pedal stroke cl. pdl is the target clutch position trg. clu. It is determined whether or not pos or more. Note that the magnitude of the position in the flow charts shown in FIGS. 6 to 8 is a comparison at the position in the return direction of the clutch 12 as will be described later with reference to FIG. This is a comparison when the side is large.
[0098]
When the result in S90 is NO, the program proceeds to S92, in which the flag F. It is determined whether or not the bit of pdl is set to 1. If the result is negative, the process proceeds to S94 and the bit is set to 1. Next, in S96, the input (detected) pedal stroke value is set as the target clutch position, that is, the pedal stroke value corresponding to the detected depression position of the clutch pedal 18 is set as the target clutch position of the clutch actuator 16. When the result in S92 is affirmative, S94 is skipped because the process in S94 is unnecessary. Thus, the flag F. Setting the bit of pdl to 1 permits the input (detected) pedal stroke value to be read as the target clutch position because the target clutch position is greater than the input (detected) pedal stroke value, ie, Means giving priority to the clutch pedal stroke.
[0099]
On the other hand, when the result in S88 is affirmative, S90 and S92 are skipped, and the routine immediately proceeds to S94, where the flag F. The bit of pdl is set to 1 and the routine proceeds to S96, where the input (detected) pedal stroke value is set as the target clutch position. This is because the difference between the target clutch position and the actual clutch position is large, and even near full engagement. If there is not, if the engagement control is continued as it is, a shock occurs. This processing is the same when the result of the determination in S76 is affirmative.
[0100]
When the result in S90 is affirmative, the pedal stroke cl. pdl is the upper limit. clu. Since the value of the flag F.pos has been determined, the process proceeds to S98. Reset the bit of pdl to 0.
[0101]
With the above-described configuration, the clutch engagement amount (pedal stroke cl.pdl) corresponding to the clutch depression amount detected from the angle sensor 64 is set as an upper limit, and more precisely, becomes equal to the value. The target clutch position trg. clu. Pos is determined, and even if the driver quickly returns the clutch pedal 18 when the engine speed NE is low, the engine 14 does not stop. Further, even when the difference is large, it is possible to avoid the occurrence of a shock at the time of engagement.
[0102]
Next, the routine proceeds to S100, where the actual clutch position real. clu. It is determined whether or not pos is equal to or greater than the full engagement position. The bit of lp is reset to 0, and when the result in S100 is NO, the process proceeds to S104, and the same processing as in S74 is performed.
[0103]
Referring to FIG. 19, the processing from FIG. 6 to FIG. 8 will be described. In general starting of the manual transmission, the driver moves the clutch to the half-clutch position while depressing the AP from the depressed state of the clutch. For a predetermined time, and thereafter, the clutch is returned until the amount of depression of the clutch disappears. In order to make such a driver's operation performed by the device shown in FIG. 1 without engine stall, in this embodiment, the target clutch position trg. clu. pos is the pedal stroke cl. If it exceeds pdl, control is performed with the driver's stepping amount as the upper limit.
[0104]
In the example of FIG. 19, at point A, the target clutch position trg. clu. pos is the pedal stroke cl. Although it exceeds pdl (when the return side (engagement side) is made large), control is performed to follow the pedal stroke with the pedal stroke being the upper limit. That is, as shown in FIG. clu. pos = pedal stroke cl. The control is executed as pdl. At this time, the actual clutch position real. clu. pos is equal to the target clutch position trg. clu. There is a delay of the actuator control system with respect to pos. Thereafter, as shown in FIG. 4D, the target clutch position trg. As the output of the start control is maintained until the driver maintains the half-clutch position and performs an operation to completely engage the clutch. clu. Since pos exceeds the pedal stroke, the actual clutch position is controlled so as to match the target clutch position with the pedal stroke as the upper limit.
[0105]
As described above, in the control according to the present embodiment, the control device of the clutch 12 that transmits the output of the engine (drive source: internal combustion engine) 14 mounted on the vehicle to the transmission 10, Mechanically disconnected from the clutch pedal 18, a clutch actuator (actuator) 16 for operating the clutch to connect and disconnect the transmission of the output of the drive source to the transmission, and depressing the clutch pedal 18 by a driver Clutch depression amount detection means (angle sensor 64, shift controller 26, S86) for detecting the amount, and manual transmission means (shift controller 26, S10) for controlling the drive of the actuator based on the detected clutch pedal depression amount. To S104), the clutch control device for a transmission provided with Manual shift means has a clutch engagement amount corresponding to the depression amount of the detected clutch (pedal stroke Cl.Pdl) above for controlling the driving of the actuator (S88 from S98) as constituting the upper limit.
[0106]
Thus, even if the driver quickly returns the clutch pedal 18 when the engine speed NE is low, the engine 14 does not stop. Furthermore, since the pseudo load device 62 is connected to the clutch pedal 18 and the clutch 12 is engaged in response to the depression of the clutch pedal 18, the driver can operate the clutch pedal similarly to the manual transmission. You can enjoy the fun.
[0107]
In addition, when the engine speed NE is high (S38), it is possible to enjoy a crisp start as in a race. Thereby, the driver can enjoy the pleasure of operating the clutch pedal.
[0108]
Further, the manual transmission means determines a difference between a clutch engagement amount (pedal stroke cl.pdl) and a target clutch engagement amount (target clutch position trg.clu.pos) corresponding to the detected clutch depression amount. When the value is equal to or more than the predetermined value (predetermined value 3) and / or when the clutch is close to the fully engaged state (S88), the clutch engagement amount corresponding to the detected depression amount of the clutch is set to the target value. The drive of the actuator is controlled as the clutch engagement amount (S96).
[0109]
As described above, when the difference between the actual engagement amount of the clutch and the target clutch engagement amount is equal to or more than a predetermined value or the clutch is almost fully engaged, the engagement amount of the clutch corresponding to the depression amount of the clutch pedal is increased. Is driven with the target clutch engagement amount, no shock is generated at the time of engagement, and variations in the clutch engagement amount can be suppressed.
[0110]
Further, when the load of the prime mover is equal to or less than a predetermined value, that is, when the accelerator opening is equal to or less than the accelerator opening (S20) and the transmission 10 is in the travel range (D, R), the vehicle is caused to move forward at a very low speed. And a creep control means (S26 to S32) for controlling the actuator.
[0111]
When the load on the prime mover is equal to or less than a predetermined value, in other words, when the accelerator pedal is not depressed, the driver does not intend to shift, so that the creep control is executed. Can be. In addition, complicated clutch operations at traffic jams, intersections with poor visibility, and the like can be eliminated.
[0112]
In the above description, if the clutch 12 is to be released (disengaged) with the pedal stroke as the upper limit in the case of the shift control, the engine speed may increase due to a delay in the torque reduction of the engine 14. In control, it is desirable to perform clutch release control with the pedal stroke as the lower limit. However, when the clutch 12 is engaged, the pedal stroke is again set to the upper limit.
[0113]
In the above description, the engine (internal combustion engine) is used as a drive source, but an electric motor may be used. The reason why the expression "drive source" is used in claim 1 is based on this reason.
[0114]
【The invention's effect】
According to the first aspect, the driver can enjoy the joy of operating the clutch pedal, and the clutch control itself sets the clutch actuator to the upper limit of the clutch engagement amount corresponding to the depression amount of the clutch pedal. Since the engine is driven, even if the driver returns the clutch pedal at an excessive speed, the engine does not stop.
[0115]
According to the second aspect, when the difference between the actual engagement amount of the clutch and the target clutch engagement amount is equal to or more than a predetermined value, or when the clutch is almost fully engaged, it corresponds to the depression amount of the clutch pedal. Since the clutch actuator is driven with the clutch engagement amount as the target clutch engagement amount, no shock is generated at the time of engagement, and variations in the clutch engagement amount can be suppressed.
[0116]
According to a third aspect of the present invention, the creep control is executed when the load of the prime mover is equal to or less than a predetermined value, in other words, when the accelerator pedal is not depressed, since the driver does not intend to shift. Unnecessary shifting operation can be avoided. In addition, complicated clutch operations at traffic jams, intersections with poor visibility, and the like can be eliminated.
[Brief description of the drawings]
FIG. 1 is a schematic diagram generally showing a clutch control device for a transmission according to one embodiment of the present invention.
FIG. 2 is an explanatory diagram showing the structure of the clutch actuator shown in FIG. 1 in detail.
FIG. 3 is an explanatory diagram showing a configuration of a pseudo load device for a clutch pedal in the device shown in FIG. 1;
FIG. 4 is an explanatory diagram showing pedal depression-stroke characteristics according to the configuration shown in FIG. 3;
FIG. 5 is an explanatory diagram showing an arrangement of switches near a steering wheel of the device shown in FIG. 1;
FIG. 6 is a first half of a flow chart showing the operation of the apparatus shown in FIG. 1;
FIG. 7 is an intermediate part of the flowchart following FIG. 6;
FIG. 8 is the second half of the flow chart following FIG. 7;
FIG. 9 is a graph showing a table characteristic of a target clutch torque Tcl retrieved from the engine speed NE calculated in the process of the flowchart of FIG. 7;
FIG. 10 is a graph showing a table characteristic of an increment of a target engine speed retrieved from the accelerator opening AP calculated in the process of the flow chart of FIG. 7;
FIG. 11 is a graph showing a table characteristic of a decrement of a target engine speed searched from an accelerator opening AP calculated in the process of the flowchart of FIG. 7;
FIG. 12 is an upper limit value max. Of target engine rotation speed calculated from the accelerator opening AP calculated in the process of the flowchart of FIG. 7; trg. It is a graph which shows the table characteristic of ne.
FIG. 13 is a block diagram functionally showing clutch control in the flow chart of FIG. 7;
14 is an upper limit value max. Of target engine speed calculated in the process of the flow chart of FIG. 7, similarly to FIG. trg. It is a graph explaining ne.
FIG. 15 is a subroutine flowchart showing a calculation process of a clutch engagement amount (adjustment torque) in the flowchart of FIG. 7;
FIG. 16 is an explanatory diagram showing a table characteristic of a coefficient I calculated in the process of the flowchart in FIG. 15;
17 is an explanatory diagram showing a table characteristic of a coefficient P similarly calculated in the process of the flowchart of FIG. 15;
18 is an explanatory diagram showing a table characteristic of a coefficient D similarly calculated in the process of the flowchart of FIG. 15;
FIG. 19 is an explanatory graph showing the manual shift mode processing in the flowcharts of FIGS. 6 and 7;
[Explanation of symbols]
10 Transmission
12 clutches
14. Internal combustion engine (engine, drive source)
16 Clutch actuator
18 Clutch pedal
22 Shift Select Actuator
26 Shift controller
32 engine controller
46 accelerator pedal
62 Load device
64 Angle sensor (clutch depression amount detection means)
70 Pedal mode switch

Claims (3)

A clutch control device for transmitting an output of a drive source mounted on a vehicle to a transmission,
a. A clutch pedal that has been mechanically disconnected from the clutch,
b. An actuator that operates the clutch to disconnect and connect transmission of the output of the drive source to the transmission;
c. Clutch depression amount detection means for detecting the depression amount of the clutch pedal by the driver,
And d. Manual transmission means for controlling the drive of the actuator based on the detected depression amount of the clutch pedal,
Wherein the manual transmission means controls driving of the actuator with an upper limit of a clutch engagement amount corresponding to the detected amount of depression of the clutch. Clutch control unit. The manual transmission unit may be configured to perform at least one of when a difference between a clutch engagement amount corresponding to the detected depression amount of the clutch and a target clutch engagement amount is equal to or greater than a predetermined value, and when the clutch is close to a fully engaged state. 2. The transmission clutch according to claim 1, wherein the control unit controls the driving of the actuator with a clutch engagement amount corresponding to the detected clutch depression amount as the target clutch engagement amount. Control device. further,
e. When the load of the prime mover is equal to or less than a predetermined value, and the transmission is in a traveling range, a creep control unit that controls the actuator so as to advance the vehicle at a very low speed,
The clutch control device for a transmission according to claim 1 or 2, further comprising:

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