JP2005024082A - Clutch control device of transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a clutch control device of a transmission, giving no discomfort feeling to a driver by preventing racing of an engine rotational frequency when a clutch is released, and not causing engine stop or vibration regardless of driver's operation when the clutch is engaged. <P>SOLUTION: This clutch control device of the transmission includes: a clutch pedal mechanically disconnected from a clutch for transmitting the output of an engine to the transmission; and a clutch actuator adapted to operate the clutch to connect and disconnect transmission of an output of the engine to the transmission. In the device, the actuating amount of the clutch pedal (pedal stroke clu.pdl) is detected (S12), and on the basis of a predetermined controlled variable (a target clutch torque trg.cl.trq., to be concrete, a target clutch position trg.clu.pos converted from that to a stroke value), the drive of the actuator is controlled taking the clutch engagement amount (clutch torque capacity pdl.clu.trq) corresponding to the above detected actuating amount as the lower limit (S18 to S44). <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a clutch control device for a transmission, and more specifically to a clutch control device for a transmission called an AMT (automatic manual transmission).

Recently, the mechanical connection between the clutch pedal and the clutch placed on the vehicle driver's seat floor is cut off, and an actuator (clutch mechanism) is provided to connect to the clutch. A technique called AMT has been proposed in which the output of the internal combustion engine (drive source) is transmitted to the transmission. Examples thereof include those proposed in Patent Document 1 below.
Utility Model Registration No. 2585682 (paragraphs 0007 to 0024 and FIG. 1 etc.)

  In this prior art, when the clutch pedal is connected to a pseudo load device that reproduces the pedal force characteristics of a normal clutch pedal, the amount of depression of the clutch pedal is detected, and the clutch mechanism is not operated automatically. When the detected amount of depression of the clutch pedal is equal to or greater than a predetermined value, the shift operation of the clutch mechanism is performed with priority given to manual operation based on depression of the clutch pedal.

  However, in the above-described prior art, the clutch is engaged or released following the operation of the driver's clutch pedal, so that when the clutch is released, the engine speed increases and the driver feels uncomfortable. In addition, there is a problem that the engine stops or vibrates depending on the operation of the driver when the clutch is engaged.

  Therefore, the object of the present invention is to eliminate the above-mentioned inconvenience, prevent the engine speed from rising when the clutch is disengaged, and prevent the driver from feeling uncomfortable. It is an object of the present invention to provide a clutch control device for a transmission that prevents the engine from being stopped or oscillated.

  In order to achieve the above object, according to a first aspect of the present invention, there is provided a clutch control device for transmitting an output of a drive source (more specifically, an internal combustion engine) mounted on a moving body to a transmission, wherein the clutch A clutch pedal disconnected mechanically, an actuator for operating the clutch to connect / disconnect transmission of the output of the drive source to the transmission, and detecting a depression amount of the clutch pedal by a driver In a clutch control device for a transmission, comprising: a clutch pedal depression amount detection unit; and a manual transmission unit that controls driving of the actuator based on the detected depression amount of the clutch pedal. When the manual transmission means is depressed toward the release direction, the manual transmission means depresses the detected clutch pedal. And as configured to control the driving of said actuator based on a predetermined control quantity as the lower limit of the clutch engagement amount corresponding to.

  According to a second aspect of the present invention, the predetermined control amount is configured such that the transmission torque of the clutch is determined so as not to fall below the output torque of the drive source.

  According to a third aspect of the present invention, the apparatus further includes a brake operation detection unit that detects an operation of a brake that brakes the moving body, and a drive source load change rate detection unit that detects a change rate of the load of the drive source. The manual transmission means detects the operation of the brake, the detected depression amount of the clutch pedal is equal to or larger than the amount corresponding to the clutch disengagement position, and the detected change in the load of the drive source When the rate is equal to or greater than a predetermined value, the drive of the actuator is controlled so that the clutch is completely released with the clutch engagement amount corresponding to the detected depression amount of the clutch pedal as a lower limit.

  According to a fourth aspect of the present invention, the manual transmission means is configured to control the drive of the actuator with the clutch engagement amount corresponding to the detected depression amount of the clutch pedal as an upper limit when the clutch is engaged. did.

  According to the first aspect of the present invention, since the clutch can be released based on a predetermined control amount in accordance with the depression of the clutch pedal by the driver by the manual transmission means, the MT of the MT can be operated even in the AMT in which the operation of the clutch is performed by the actuator. In this way, the intention of the driver can be reflected and the clutch engagement amount corresponding to the depression amount of the clutch pedal is controlled as a lower limit based on the predetermined control amount. By deciding to prevent the engine from going up, stopping the engine, or vibrating, the above-mentioned disadvantages can be solved.

  According to the second aspect of the present invention, since the clutch transmission torque is determined so as not to be lower than the output torque of the drive source (internal combustion engine), it is possible to more effectively prevent the engine speed from being increased. it can.

  In the third aspect, when the operation of the brake is detected, in other words, when the heel and toe operation mainly used at the time of sports driving is performed, it corresponds to the detected depression amount of the clutch pedal. Since the actuator drive is controlled so that the clutch is fully released with the clutch engagement amount as the lower limit, that is, the clutch is forcibly controlled to the release position, prevention of engine speed increase is somewhat sacrificed. However, sports driving similar to MT can be realized.

  According to the fourth aspect of the present invention, when the clutch is engaged (more precisely, when the clutch is once depressed and then re-engaged), the clutch engagement amount corresponding to the detected depression amount of the clutch pedal is set as an upper limit. Therefore, the engine stop can be more effectively prevented. In addition, the clutch can be engaged (more precisely, re-engaged) after the next shift stage is reliably established during the shift.

  Hereinafter, a clutch control apparatus for a transmission according to a preferred embodiment of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram showing the overall clutch control apparatus for a transmission according to the first embodiment of the present invention.

  In the following, in the figure, reference numeral 10 denotes a transmission. The transmission 10 is a so-called manual transmission, and although detailed illustration is omitted, the transmission 10 is a transmission with a constantly meshing synchromesh (synchronous meshing) mechanism. A plurality of gears are arranged between the counter shaft and any one of the gears via a shift fork, so that any one of the six forward speeds (six speeds) and the reverse first speed (first speed) can be selected. Things are established.

  The transmission 10 is connected to a four-cycle DOHC type spark ignition gasoline internal combustion engine (hereinafter referred to as “engine”, which corresponds to the drive source described above) 14 via a clutch 12. The clutch 12 is a mechanical friction clutch (dry single plate clutch).

  As shown in FIG. 2, the clutch 12 includes a flywheel 12a, a clutch cover 12b, and a pressure plate 12c on the drive side, and a clutch disk 12d on the driven side. The pressure plate 12 c transmits the output of the engine 14 to the transmission 10 by causing the clutch disk 12 d to be pressed against the flywheel 12 a by the spring force of the spring (diaphragm type) 12 e. Further, 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.

  A hydraulic clutch actuator (actuator) 16 is connected to the release fork 12 f of the clutch 12. The hydraulic pressure supply to the clutch actuator 16 is controlled by a flow rate control valve 20 with an electromagnetic solenoid, and the hydraulic pressure according to the position of the spool 20a that moves according to the energization amount supplied by a known PWM method is supplied. The piston of the clutch actuator 16 moves in the axial direction in the drawing with a stroke (displacement amount) proportional to the supplied hydraulic pressure to press the release fork 12f, thereby pressing the pressure plate 12c.

  In the clutch 12, when the pressure plate 12c is pressed, the pressure plate 12c is separated from the flywheel 12a, and transmission of the output of the engine 14 to the transmission 10 is interrupted.

  Note that the position of the clutch actuator 16 is a so-called “half-clutch”, and that the output of the engine 14 is partially transmitted to the transmission 10 is not different from the case of a normal manual transmission by the driver's operation of the clutch pedal. .

  Returning to the description of FIG. 1, the clutch pedal 18 is disposed on the movable body, more specifically, on the driver's seat floor of the vehicle. The clutch pedal 18 is disconnected from the mechanical connection with the clutch 12. When the actuator 16 is connected to the clutch 12 in place of the clutch pedal 18 and driven, the clutch 12 is operated to connect and disconnect the output of the engine 14 to the transmission 10.

  A shift / select actuator 22 is connected to the transmission 10. Although not shown in detail, the shift / select actuator 22 includes a plurality of shift fork shafts and shift forks fixed thereto.

  The operation of the shift / select actuator 22 is controlled by a similar electromagnetic solenoid valve (not shown), and the shift fork shaft is moved in the direction perpendicular to the axial direction so as to establish a target gear (next gear). The shift fork is driven while moving.

  A floor shift mechanism 24 schematically shown in FIG. 1 is provided in the vicinity of a vehicle driver's seat (not shown), and the shift lever 24a is moved from the R (reverse (reverse)) or N (neutral) position by the driver's operation. When it is moved to the M (manual) position, the manual transmission mode is selected, and when it is moved to the D (drive) position, the automatic transmission mode is selected.

  The position of the shift lever 24 a 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 includes a microcomputer, and includes a CPU, ROM, RAM, input / output circuits, and a counter (all not shown).

  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 downshift instruction has been made, and the electromagnetic solenoid of the shift / select actuator 22 is recognized. The shift fork shaft and the shift fork are moved to drive the shift / select actuator 22 so that the next gear (destination gear) different from the currently engaged gear is established. Further, the CPU energizes the electromagnetic solenoid of the flow control valve 20 described above to drive the clutch actuator 16 and operates the clutch 12 to connect and disconnect the transmission of the engine output to the transmission 10.

  When the shift lever 24a is moved to the D position and the automatic transmission mode is selected, the CPU in the shift controller 26 reads the ROM from the vehicle speed and the throttle opening (accelerator opening) as in the normal automatic transmission control. The shift scheduling map stored therein is searched to determine the gear, and the shift / select actuator 22 is driven so that the gear is established.

  The output of the transmission 10 is transmitted to the drive wheels 30 through a differential and a drive shaft (both not shown), and the drive wheels 30 are rotated. The transmission 10 is mounted on a vehicle partially indicated by an engine 14, drive wheels 30, and the like.

  In the transmission clutch control apparatus shown in FIG. 1, an engine controller 32 is provided separately from the shift controller 26. The engine controller 32 is also a microcomputer, and includes a CPU, ROM, RAM, input / output circuits, and a counter (all not shown).

  In the engine 14, an ETC (Electronic Throttle Controller) 36 is connected to a throttle valve 34 disposed in the intake system. The ETC 36 includes an actuator such as a pulse motor and its drive 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.

  A crank angle sensor 42 is disposed in the vicinity of the 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; A crank angle signal obtained by subdividing it is output. Further, a water temperature sensor 44 is disposed in the vicinity of 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.

  An accelerator opening sensor 50 is disposed in the vicinity of the accelerator pedal 46 disposed on the floor surface of the vehicle driver's seat, and outputs a signal corresponding to the depression amount (accelerator opening) AP of the accelerator pedal 46.

  In addition, a brake switch 48 is disposed in the vicinity of a brake (not shown) of the vehicle, and outputs an ON signal when a brake operation is performed by the driver, and outputs an OFF signal otherwise. Further, a vehicle speed sensor 52 is disposed in the vicinity of the drive shaft of the vehicle and outputs a signal every predetermined rotation of the drive shaft.

  The engine controller 32 receives the outputs of the crank angle sensor 42 and the vehicle speed sensor 52 and counts them with the counter described above to detect the engine speed NE and the vehicle speed V, and detects them through the detected engine speed NE and an absolute pressure sensor (not shown). The fuel injection, ignition timing, and the like of the engine 14 are controlled from the absolute pressure (engine load) PBA or the like in the intake pipe. Further, the engine controller 32 inputs 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.

  The engine controller 32 and the shift controller 26 are connected by a cable or the like so as to be able to communicate with each other. The shift controller 26 is connected to the engine speed NE, the vehicle speed V, the coolant temperature TW, the accelerator pedal opening AP, the throttle from the engine controller 32. Enter the opening TH.

  A main shaft rotation speed sensor 54 is disposed in the vicinity of the main shaft of the transmission 10 to output a signal corresponding to the rotation speed NM of the main shaft and send it to the shift controller 26.

  The hydraulic power unit 56 shown in FIG. 1 is a unit that supplies hydraulic oil pumped from a reservoir by a gear pump driven by the engine 14 and pressurized, and the clutch actuator 16 shown in FIG. The flow control valve 20 with an electromagnetic solenoid is disposed, and the same type of control valve of the shift / select actuator 22 is disposed. Here, the hydraulic power source power unit driven by the engine is used, but a power source driven by an electric motor or the like may be used.

  Further, as shown in FIG. 2, a clutch position sensor 60 is disposed in the vicinity of the clutch actuator 16, and a signal corresponding to the stroke of the clutch actuator 16 (displacement amount; hereinafter referred to as "actual clutch position real.cl.pos"). Is output to the shift controller 26.

  Here, the clutch pedal 18 will be further described with reference to FIG. 3. A pseudo load device 62 is connected to the clutch pedal 18 as shown in FIG. 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 the position where the plate 62a is disposed. The piston / cylinder mechanism 62c, the first stopper 62d disposed on the piston / cylinder mechanism side, and the second stopper 62e disposed on the return spring side.

  The piston / cylinder mechanism 62c is arranged between the clutch pedal 18 and the vehicle driver's seat floor so that the cylinder 62c1 is fixed to the vehicle driver's seat wall surface, 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 manufactured from 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 smaller hardness (softer) than the material of the first stopper 62d.

  With this configuration, the clutch pedal 18 moves the piston 62c2 within the cylinder 62c1 in the piston / cylinder mechanism 62c against the pulling force of the return spring 62b when stepped on by the driver's foot, and the clutch pedal 18 A pedal depression force-stroke characteristic as shown in FIG. 4A is given to the driver with respect to the stroke (clu.pdl). Such a load device 62 allows the driver to 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.

  An angle sensor 64 is disposed on the rotation shaft of the clutch pedal 18, and more specifically, an output corresponding to a rotation angle of the clutch pedal 18, more specifically, a stroke of the clutch pedal 18 (depression amount; hereinafter referred to as “pedal stroke clu.pdl”). Produce.

  FIG. 5 is an explanatory top view of the steering wheel 66 disposed in the vehicle driver's seat. As shown, a pedal mode switch 70 is disposed on the steering wheel 66. When the pedal mode switch 70 is operated (when pressed) by the driver, the pedal mode switch 70 outputs a signal indicating that the manual shift mode described later is selected by the driver. Further, an upshift switch 72 and a downshift switch 74 are also arranged on the steering wheel 66, and when operated by the driver, the steering lever 66 is operated in the plus or minus direction after the shift lever 24a is moved to the M position. Produces an output similar to that described.

  The outputs of the clutch position sensor 60, the angle sensor 64, the pedal mode switch 70, the upshift switch 72, the downshift switch 74 and the brake switch 48 described above are sent to the shift controller 26.

  Next, the operation of the transmission clutch control apparatus according to the first embodiment of the present invention will be described.

  FIG. 6 is a flowchart showing the operation. The illustrated program is executed by the shift controller 26 every 10 msec.

  In the following, the flag F. mt. It is determined whether or not the bit of the clutch is set to 1. This flag is set when the pedal mode switch 70 is operated by the driver and when the M range is selected as described later, the bit is set to 1, and the manual shift mode is selected by the driver. It is said.

  When the result in S10 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S12, and the detected stroke (depression amount) of the clutch pedal 18 lu. pdl is input (read).

  Next, in S14, the input (detected) pedal stroke clu. Whether or not pdl is equal to or greater than a value obtained by subtracting a predetermined amount dst (for example, 0.5 mm) from complete engagement (more precisely, a value corresponding to the complete engagement position), in other words, the detected pedal stroke is the driver's foot It is determined whether or not it is in the area of the play portion by placing. When the result in S14 is affirmative, since the clutch pedal 18 is not substantially depressed, the routine proceeds to S16, where the flag F.F. pdl. The on bit is set to 0 and subsequent processing is skipped.

  On the other hand, when the result in S14 is negative, the program proceeds to S18, in which the pedal stroke clu. A table (characteristics are shown in FIG. 4B) is retrieved from pdl, and the corresponding clutch torque capacity (clutch transmission torque) pdl. cl. trq is calculated (determined).

  Next, in S20, the flag F. pdl. It is determined whether or not the on bit is set to 1. Since the flag bit is reset to 0 in S16 as long as it is positive in S14, when proceeding to S20 for the first time, the judgment is usually denied and proceeds to S22, the bit of the flag is set to 1, and Clutch torque capacity pdl. cl. trq is the target clutch torque trg. cl. Determine (replace) with trq. That is, the clutch torque capacity is set as an initial value of the target clutch torque when a substantial pedal depression is detected.

  Next, the process proceeds to S24, in which the flag F.I. shift. It is determined whether the bit of req is set to 1. This flag is operated in the plus or minus direction (or via the upshift switch 72 or the downshift switch 74) after the shift lever 24a is moved to the M position by the driver in a routine not shown, or an upshift instruction or When it is determined that a downshift instruction has been made, in other words, when the driver indicates the intention to shift, the bit is set to 1.

  When the result in S24 is negative, that is, when it is determined that the speed is not changed, the process proceeds to S26, in which the target clutch torque trg. cl. trq is the clutch torque capacity pdl. cl. It is determined whether or not it is equal to or less than trq. That is, it is determined whether or not the target clutch torque is lower than the torque corresponding to the stroke of the clutch pedal 18.

  When the result in S26 is affirmative, the program proceeds to S28, in which the clutch torque capacity pdl. cl. trq is the target clutch torque trg. cl. Let it be trq. If the result in S26 is NO, S28 is skipped.

  Next, in S30, the difference obtained by subtracting the previous value APZ from the detected accelerator opening (current value) AP when the brake switch 48 is on (during brake operation) (that is, change in the accelerator opening AP). Rate) is a predetermined value (for example, 0.2 degrees / 10 msec) or more, and the pedal stroke clu. It is determined whether or not pdl is in a fully open position (more precisely, a value corresponding to a full open). More specifically, it is determined whether a so-called heel and toe operation has been performed in which the brake pedal and the accelerator pedal are depressed while the clutch pedal 18 is depressed.

  When the result in S30 is negative, the program proceeds to S32, where map data set for the engine speed NE for each intake pipe absolute pressure (engine load) PBA is searched from the intake pipe absolute pressure PBA and the engine speed NE. An engine torque Teng to be output by the engine 14 at that time is calculated.

  Next, in S34, the target clutch torque trg. cl. A predetermined value dtrq (for example, 5 Nm) is subtracted from trq to reduce the target clutch torque, and the process proceeds to S36, where the target clutch torque trg. cl. It is determined whether trq is equal to or less than the sum obtained by adding the predetermined value α to the calculated engine torque Teng. That is, it is determined whether or not the target clutch torque is lower than the engine torque (+ α). If the determination is affirmative, the process proceeds to S38, and the target clutch torque is replaced with the sum of the engine torque and α. That is, the clutch transmission torque is prevented from being lower than the engine torque. This effectively prevents the engine speed NE from being blown up.

  Next, in S40, the obtained target clutch torque trg. cl. A table (its characteristic is shown in FIG. 4C) is retrieved from trq, and the target clutch position (target stroke of clutch actuator 16) trg. cl. pos is calculated (determined), and then the process proceeds to S42, and the detected actual position real. cl. pos is the target clutch position trg. cl. PID control is performed so as to coincide with pos.

  Here, the clutch release control described above will be described with reference to FIG. FIG. 7 is a time chart showing a state in which the clutch pedal 18 (indicated by “clu.pdl”) is depressed at once after the accelerator opening AP is returned to the fully closed position.

  When the accelerator opening AP is returned to the fully closed position, the throttle opening TH is controlled to follow the engine controller 32 via the ETC 36 with a delay of 10 to 30 msec until the fully closed position. Torque Teng decreases. Although it depends on the displacement of the engine 14 and the intake manifold length, the intake pipe absolute pressure PBA changes with a delay of 40 to 50 msec after the throttle opening TH changes. Since the engine torque Teng is determined (calculated) from the intake pipe absolute pressure PBA and the engine speed NE, it is determined (calculated) with a similar delay.

  Corresponding to the engine torque Teng, the clutch torque capacity pdl. cl. The target clutch torque trg. cl. It is determined that trq exceeds the engine torque Teng. Then, according to the characteristics shown in FIG. 4C, the target clutch position (target stroke of the clutch actuator 16) trg. cl. pos is determined, and the target clutch position trg. is determined by PID control (and current feedback control). cl. The actual clutch position (actual stroke of the clutch actuator 16) real. cl. pos follows.

  That is, the target clutch position trg. cl. Since pos is determined (calculated) so as not to fall below the engine torque Teng, the engine speed NE does not blow up. Further, the target clutch position trg. cl. pos is a pedal stroke (a depression amount of the clutch pedal 18) clu. It is determined (calculated) so as not to fall below pdl. Note that when the engine speed approaches the vicinity of the idle speed, the engine torque becomes substantially zero and the clutch 12 is completely released, so that the clutch torque drops below the engine torque.

  Returning to the description of the flow chart of FIG. 6, when the result in S24 is affirmative, the process proceeds to S44 to perform shift control. Specifically, this includes engine torque down control, engine torque recovery control, and clutch reengagement control.

  FIG. 8 is a sub-routine flowchart showing the processing.

  In the following description, the flag F. mt. It is determined again whether or not the clutch bit is set to 1, that is, whether or not the clutch pedal mode is valid. If the determination is affirmative, the process proceeds to S102, and the detected clutch pedal 18 stroke (depression amount) clu. Enter pdl again.

  Next, in S104, the input pedal stroke cul. Whether or not pdl is greater than or equal to the stroke that generates the clutch torque, specifically, whether or not the clutch pedal 18 is returned from the fully open position (shown in FIG. 7) and the stroke is large enough to generate the clutch torque. If YES in step S106, the flow advances to step S106, and the flag F.F. pdl. While the return bit is set to 1, if the result is negative, the process proceeds to S108, and the flag bit is reset to 0.

  Next, in S110, the flag F. shift. It is determined whether the complete bit is set to 1. When the result in S110 is negative, the program proceeds to S112, and shift select control is executed. That is, in response to an upshift instruction or downshift instruction from the driver, the gear currently engaged by the shift / select actuator 22 is released according to a routine (not shown), and the gear of the target shift stage (next stage or destination stage) is engaged. Control to establish (establish). When the work is finished, the flag F. shift. The complete bit is set to 1. When the result in S100 is negative, the program jumps to S112.

  On the other hand, when the result in S110 is affirmative, the program proceeds to S114, where torque-up control, specifically, engine torque recovery control and clutch re-engagement control are executed.

  FIG. 9 is a sub-routine flowchart showing the processing.

  In the following, it is determined whether or not the difference between the engine speed NE detected in S200 and the main shaft speed NM is equal to or smaller than a predetermined value in absolute value. This predetermined value is a rotational speed sufficient to determine that the difference between the engine rotational speed NE and the main shaft rotational speed NM has decreased, in other words, the clutch 12 has been engaged, and is set to 50 rpm, for example.

  When the result in S200 is negative, it is determined that the clutch 12 is not yet engaged, and the process proceeds to S202. trcup. It is determined whether or not the bit of “on” is set to 1. If the result is negative, the process proceeds to S204, in which the flag F. shift. The complete bit is reset to 0 and the flag F. trcup. Set the on bit to 1.

  Next, in S206, the gear ratio (next.GR) of the next stage (target shift stage) instructed by the driver is multiplied by the detected engine speed NE, and the product thus obtained is multiplied by the next stage engaging speed (NE). ) (Next.trg.ne), that is, the target engine speed at the time of the next stage engagement.

  Next, in S208, map data defining the torque to be generated with respect to the engine speed NE for each accelerator opening AP is obtained by using the detected accelerator opening AP and the next-stage engagement rotational speed next. trg. The next stage engagement torque (next.trg.trq) is calculated by searching from ne. FIG. 10 is an explanatory diagram showing the characteristics of the map data (torque is shown as “Trq”). Such data is obtained in advance by experiments, and retrieved by linear interpolation from the accelerator pedal opening AP or the like.

  If the determination in S202 is affirmative, steps S204 to S208 are skipped. That is, these processes are performed only once when the torque up control is entered.

  Next, in S210, engine torque recovery control is performed.

  FIG. 11 is a subroutine flowchart showing the processing.

  In the following, the flag F. trq. It is determined whether or not the recovery bit is set to 1. Since the initial value of the flag bit is 0, the determination in S300 is generally denied and the process proceeds to S302. The bit of the flag is set to 1, and the torque increment dtrq every 10 msec, for example, 1 Nm is set. And decide.

  Next, in S304, the next-stage engagement torque next. trg. A value obtained by multiplying trq by a predetermined ratio (for example, 0.4) is obtained as a required torque req. It is determined as trq (up amount required for torque up control). This is because there is a delay in the ETC 36, so that the torque is increased here to decrease the engine torque delay. Next, in S306, the calculated required torque req. trq is a target requested torque trg. req. Determine (replace) with trq.

  On the other hand, when the result in S300 is affirmative, the program proceeds to S308, in which the calculated target required torque trg. req. The torque increase dtrq is added to trq to increase the target required torque. Thus, the processing from S302 to S306 is performed only once when entering this control.

  Next, in S310, the target required torque trg. req. It is determined whether trq exceeds the engine torque Teng. The engine torque Teng is calculated by the same method as described in S32.

  When the result in S310 is affirmative, the program proceeds to S312 and the engine torque Teng is set to the target required torque trg. req. Let it be trq. If the determination at S310 is No, S312 is skipped.

  Next, in S314, map data defining the throttle opening TH corresponding to the engine speed NE for each engine torque Teng described above is searched from the calculated engine torque Teng and the detected engine speed NE, and the target The required throttle opening (trg.req.th) is calculated. FIG. 12 is an explanatory diagram showing the characteristics of the map data. Such data is obtained in advance by experiments and searched by linear interpolation from the engine speed NE and the engine torque Teng.

  Next, in S316, the calculated target required throttle opening degree trg. req. th is transmitted to the engine controller 32. That is, since the processing of FIG. 11 and the like is processing of the shift controller 26, the target throttle opening is communicated to the engine controller 32 that controls the ETC 34.

  Returning to the description of FIG. 9, the process then proceeds to S212, where clutch re-engagement control is performed.

  FIG. 13 is a sub-routine flowchart showing the processing.

  In the following, the flag F. cult. It is determined whether or not the reclose bit is set to 1. Since the initial value of the bit of this flag is 0, this determination is generally denied and the process proceeds to S402, the bit of the flag is set to 1, and the process proceeds to S404, where the above-mentioned next stage engagement torque next. trg. trq is the target clutch torque trg. cl. It is determined as trq.

  On the other hand, when the result in S400 is affirmative, the process proceeds to S406, where the deviation Ndiff is calculated by subtracting the main shaft speed NM from the detected engine speed NE, and the process proceeds to S408, where the detected engine speed NE is the main shaft. Using a known method from the calculated deviation Ndiff so as to coincide with the rotational speed NM, a PID correction term PID. cl. trq is calculated.

  Next, in S410, the calculated PID correction term PID. cl. trq is the target required torque trg. req. is added to trq, and the sum obtained is added to the target clutch torque trg. cl. Let it be trq. That is, the obtained sum is determined as a target torque to be transmitted by the clutch 18. If the process proceeds to S402, S406 to S410 are skipped.

  Next, in S412, the obtained target clutch torque trg. cl. trq. to the target clutch position trg. cl. Calculate pos. This is also calculated using the table showing the characteristics shown in FIG.

  Next, the process proceeds to S414, where the pedal stroke clu. pdl is the target clutch position trg. cl. If it is determined whether or not pos is exceeded and the result is negative, it is determined that the pedal stroke is less than the target clutch position, in other words, the target clutch position is greater than the pedal stroke. Using the technique, the pedal stroke is set as the target clutch position.

  Since the drive of the clutch 12 is controlled by the clutch actuator 16 in this way, this process means that the position of the clutch 18 is controlled with the stroke of the clutch pedal 18 as the upper limit. As a result, engine stall can be effectively avoided. If the result in S414 is affirmative, S416 is skipped.

  Next, in S418, the detected actual position real. cl. It is determined whether or not pos is equal to or greater than the complete fastening position. If the result is negative, the process proceeds to S420, and the actual position real. cl. pos is the target clutch position trg. cl. PID control is performed so as to coincide with pos.

  FIG. 14 is a time chart illustrating the engine torque recovery control and the re-engagement process described above.

  When the driver gives a shift instruction via the shift lever 24a (or the upshift switch 72 or the downshift switch 74), it is considered that the shift has been completed, and the accelerator pedal 46 is depressed and the clutch pedal 18 (cl. In many cases, an operation of returning to the fully engaged position is performed after maintaining the half clutch position at the half clutch position for about several hundreds of milliseconds. At that time, if the shift select control is not completed, no driving force is generated. Therefore, the clutch reengagement control and the torque recovery control are performed after the shift control is completed.

  With reference to FIG. 14, clutch reengagement control and the like will be described by taking as an example a case where the throttle opening is a medium opening, the engine speed NE is 2400 rpm, and an upshift instruction from the second speed to the third speed is given.

  In the illustrated example, if the upshift switch 72 is turned on for 200 msec, the bit of the enable flag is set to 1 in accordance with the switch-on until the shift select control starts and ends. When the driver finishes turning on the switch 72 as described above, the driver determines that the shift select control has been completed, depresses the accelerator pedal 46, and starts operating the clutch pedal 18 to the half clutch position.

  Therefore, in the first embodiment, torque recovery control of the engine 14 is started when the bit of the enable flag is reset to 0 (not shown in the flowchart of FIG. 11 and the like). That is, an opening at a predetermined ratio (0.4) is given as an initial value to the accelerator opening AP at the start, and is calculated from the depressed accelerator opening AP and the engine speed NE at the start of the shift. Next stage (3rd gear) engagement rotation speed next. trg. ne, so that the target required throttle opening degree trg. req. command th.

  On the other hand, the actual throttle opening TH follows with a delay of about 20 to 30 msec from the delay of the ETC 36. PID. trg. cl. As an initial value of pos (value controlled by PID), the next-stage engagement torque next. trg. A clutch stroke corresponding to trq is applied. Thereafter, PID control is performed so that the engine speed NE matches the main shaft speed NM.

  Target clutch position trg. cl. pos is the pedal stroke clu. It is determined (calculated) with pdl as the upper limit. In the figure, the PID. trg. cl. pos is the target clutch position trg. cl. pos. After point A, PID. trg. cl. pos is pedal stroke clu. Since it exceeds the pdl, the pedal stroke is set to the upper limit. pdl is the target clutch position trg. cl. Replaced with pos.

  Before the point B, the driver performs an operation to return the clutch pedal 18 toward full engagement, so that the clutch torque that has been maintained at the half-clutch position starts to increase, and the engine speed NE rapidly increases. It begins to decline. PID. trg. cl. Pos also starts to decrease the clutch fastening force in conjunction with it.

  After point B, PID. trg. cl. pos is pedal stroke clu. pdl, the target clutch position trg. cl. pos is PID. trg. cl. Replaced with pos. Target clutch position trg. cl. pos is output to the clutch actuator 16, and the actual clutch position real. cl. pos is controlled to match it.

  Returning to the explanation of the flow chart of FIG. 9, when the result in S200 is affirmative, it is determined that the clutch 12 is engaged, and the process proceeds to S214. trq. recovery and F.R. cult. The bit of the reclose is reset to 0, and the flag F. trcup. The complete bit is set to 1, and the process proceeds to S216 to perform complete engagement processing. This is a process of fastening so that the driver does not feel uncomfortable by gradually performing a shock because a shock occurs when the engine speed NE and the main shaft speed NM are suddenly matched.

  Returning to the description of the flow chart of FIG. 6, when the result in S30 is affirmative, it is determined that the heel and toe operation has been performed, and the heel and toe control is performed by skipping S32 to S38 and proceeding to S40.

  FIG. 15 is a time chart for explaining the heel and toe control.

  When the heel and toe is intended and the brake operation is performed for the purpose of deceleration, and the clutch pedal 18 is depressed, the rate of change per unit time of the accelerator opening AP increases to a predetermined value or more near the point A. The engine torque Teng increases with a delay, and the engine speed NE increases further with a delay. Target clutch position trg. cl. pos is determined as the fully released position when the brake operation is performed and the rate of change of the accelerator opening becomes equal to or greater than a predetermined value, and the actual clutch position real. cl. pos follows it with a delay.

  As shown in the figure, in this heel and toe control, even if the accelerator opening AP increases at point A and the engine torque Teng increases, the target clutch torque trg. cl. The trq is left as it is, and the engine speed NE is controlled to increase. In this way, the detected pedal stroke clu. clutch engagement amount corresponding to pdl, that is, clutch torque capacity pdl. cl. The drive of the clutch actuator 16 is controlled so that the clutch 12 is completely released with trq as a lower limit. In other words, since the clutch 12 is forcibly controlled to the disengaged position, the prevention of the engine speed NE from being blown up is somewhat sacrificed, but the same sport running as the MT can be realized.

  As described above, the first embodiment of the present invention is a control device for a clutch 12 that transmits the output of an engine (an internal combustion engine or a drive source) 14 mounted on a moving body (vehicle) to a transmission 10. A clutch pedal 18 that is disconnected mechanically, an actuator (clutch actuator) 16 that connects and disconnects transmission of the output of the engine (drive source) 14 to the transmission by operating the clutch, and a driver Based on the clutch pedal depression amount detecting means (angle sensor 64, shift controller 26, S12) for detecting the depression amount of the clutch pedal (pedal stroke clu.pdl) by the above-mentioned and the detected depression amount of the clutch pedal Manual transmission means for controlling the drive of the actuator (shift controller 26, S10 or S44), when the clutch pedal 18 is depressed from the engaged state toward the releasing direction (S10 to S14), the manual transmission means is configured to detect the detected clutch pedal. Is a predetermined control amount (target clutch torque trg.clu.trq. More specifically, with a clutch engagement amount (clutch torque capacity pdl.clu.trq) corresponding to the pedal depression amount (pedal stroke clu.pdl) as a lower limit. Based on the target clutch position trg.clu.pos converted into a stroke value, the driving of the actuator is controlled (S18 to S44).

  That is, since the clutch 12 can be released based on a predetermined control amount in accordance with the driver's depression of the clutch pedal by the manual transmission means, the MT in the AMT in which the operation of the clutch 12 is performed by the actuator (clutch actuator) 16 is also performed. The intention of the driver can be reflected like this. Further, since the clutch engagement amount corresponding to the depression amount of the clutch pedal 18 is controlled as a lower limit based on a predetermined control amount, the predetermined control amount is increased at the engine speed NE or engine stall or engine 14 vibration. By determining so as to prevent the engine speed NE from being increased, the driver is not discomforted, and engine stall or the like can be avoided.

  The predetermined control amount is determined so that the transmission torque of the clutch 18 (target clutch torque trg.clu.trq) does not fall below the output torque (engine torque) Teng of the engine (drive source) 14 ( S36 to S38).

  Since the clutch transmission torque (target clutch torque trg.clu.trq) is determined so as not to be lower than the output torque (engine torque) Teng of the engine (drive source) 14, the engine speed increases further. It can be effectively prevented.

  Furthermore, a brake for braking the moving body (vehicle), a brake operation detecting means (brake switch 48, shift controller 26, S30) for detecting the operation of the brake, and a load (accelerator opening) of the engine (drive source) 14 Drive source load change rate detection means (shift controller 26, S30) for detecting the change rate of the degree AP), and the manual transmission means detects the operation of the brake, and detects the detected clutch pedal 18. The stepping amount (pedal stroke clu.pdl) is equal to or greater than the amount corresponding to the clutch release position (full release position), and the detected change rate of the load (accelerator opening AP) of the engine (drive source) 14 Is greater than or equal to a predetermined value, the detected clutch pedal depression amount (pedal stroke clu. Clutch engagement amount corresponding to dl) (for controlling the driving of said actuator to fully open the said clutch clutch torque capacity Pdl.Clu.Trq) as the lower limit (S30, S40 from S42) and as configuration.

  In other words, when the operation of the brake is detected, in other words, when a heel and toe operation mainly used during sports driving is performed, the clutch engagement amount corresponding to the detected depression amount of the clutch pedal 18 is set as the lower limit. Since the actuator drive is controlled so that the clutch is completely released, that is, the clutch 12 is forcibly controlled to the released position, the prevention of the engine speed NE from being blown up is somewhat sacrificed, but MT and Similar sports driving can be realized.

  Further, when the manual transmission means engages the clutch 12, more specifically, the clutch engagement amount corresponding to the detected clutch pedal depression amount (pedal stroke clu.pdl) is set as an upper limit. The drive of the actuator is controlled based on the clutch engagement amount (target clutch position trg.clu.pos) that is less than or equal to the detected clutch pedal depression amount (pedal stroke clu.pdl) (S44, S114, S212, S414). S416).

  When the clutch 12 is engaged (more accurately, when the clutch 12 is once depressed and then re-engaged), the actuator (clutch actuator) 16 has an upper limit of the clutch engagement amount corresponding to the detected depression amount of the clutch pedal 18. Since the driving is controlled, engine stop can be more effectively prevented. In addition, the clutch 12 can be engaged (more accurately, re-engaged) after the next shift stage is reliably established during the shift.

  FIG. 16 is an explanatory view similar to FIG. 3, showing the configuration of the transmission clutch control apparatus according to the second embodiment of the present invention, more specifically, the configuration of the clutch pedal.

  In the clutch pedal 18 according to the second embodiment, an electric motor (for example, a DC motor) is used as the pseudo load device 62. That is, the load device 62 is connected to the electric motor 62g, the gear mechanism 62h connected to the electric motor 62g and decelerating and increasing its output, the link mechanism 62i connecting the gear mechanism 62h to the clutch pedal 18, and the stoppers 62j and 62k. Consists of.

  In the second embodiment, the clutch pedal 18 is housed in the lower part of the dashboard of the vehicle driver's seat, and when the pedal mode switch 70 is turned on, driving is performed when the shift lever 24a is in the N range and the vehicle speed V is less than a predetermined value. The vehicle is lowered toward the driver's seat floor by driving the electric motor 62g while calling attention with a voice guidance device (not shown) so as not to touch the person's foot. The clutch pedal 18 is given a pedal depression force-stroke characteristic similar to that shown in FIG. 4A by applying a reaction force by driving the electric motor. The electric motor is driven by the shift controller 26.

  The remaining configuration is the same as in the first embodiment, including that the clutch pedal 18 is provided with an angle sensor 64. Further, the operation and effects using the illustrated clutch pedal 18 are not different from those of the first embodiment.

  In the above description, the engine (internal combustion engine) is used as a drive source, but an electric motor may be used. This is the reason why the expression “driving source” is used in claim 1 and the like. Furthermore, although the vehicle was mentioned as an example of a moving body, it is not restricted to it, A moving body is applicable also to an agricultural machine and a ship.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic view showing an overall clutch control apparatus for a transmission according to a first embodiment of the present invention. It is explanatory drawing which shows the structure of the clutch actuator shown in FIG. 1 in detail. It is explanatory drawing which shows the structure of the pseudo load apparatus of the clutch pedal in the apparatus shown in FIG. FIG. 6 is an explanatory graph showing pedal depression force-stroke characteristics according to the configuration shown in FIG. 3 and characteristics of a table used in the later-described FIG. 6 flowchart. It is explanatory drawing which shows arrangement | positioning of the switch near the steering wheel of the apparatus shown in FIG. It is a flowchart which shows operation | movement of the apparatus shown in FIG. FIG. 7 is a time chart for explaining clutch release control in the flowchart of FIG. 6. FIG. 6 is a sub-routine flow chart showing shift control of the flowchart, specifically, engine torque down control. FIG. 7 is a sub-routine flowchart showing torque-up control, specifically engine torque recovery control and clutch re-engagement control in the flowchart of FIG. 6. 9 is an explanatory diagram showing characteristics of torque map data used in the flow chart. FIG. FIG. 10 is a sub-routine flowchart showing engine torque recovery control in the flowchart of FIG. 9. FIG. 9 is an explanatory diagram showing the characteristics of the map data of the throttle opening used in the processing of the flow chart. FIG. 10 is a sub-routine flowchart showing clutch reengagement control in the flowchart of FIG. 9. 13 is a time chart for explaining the engine torque recovery control of FIG. 11 and the re-engagement control of FIG. 6 is a time chart for explaining the heel and toe control of the flow chart. It is explanatory drawing similar to FIG. 3 which shows the structure of the clutch control apparatus of the transmission which concerns on 2nd Example of this invention, and the structure of the clutch pedal more correctly.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Transmission 12 Clutch 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 detecting means)
70 Pedal mode switch

Claims (4)

A clutch control device for transmitting an output of a drive source mounted on a moving body to a transmission,
a. A clutch pedal that is mechanically disconnected from the clutch;
b. An actuator for operating the clutch to connect and disconnect the transmission of the output of the drive source to the transmission;
c. Clutch pedal 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;
In the clutch control device for a transmission comprising: when the clutch pedal is depressed from the engaged state toward the releasing direction, the manual transmission means is configured to engage the clutch corresponding to the detected depression amount of the clutch pedal. A clutch control apparatus for a transmission, wherein the actuator is controlled based on a predetermined control amount with the amount as a lower limit.   The clutch control device for a transmission according to claim 1, wherein the predetermined control amount is determined so that a transmission torque of the clutch does not fall below an output torque of the drive source. further,
e. Brake operation detecting means for detecting an operation of a brake for braking the moving body;
And f. Drive source load change rate detecting means for detecting a change rate of the load of the drive source;
The manual transmission means detects the operation of the brake, the detected depression amount of the clutch pedal is equal to or greater than the amount corresponding to the clutch disengagement position, and the detected load of the drive source When the change rate of the actuator is equal to or greater than a predetermined value, the drive of the actuator is controlled so that the clutch is completely released with a clutch engagement amount corresponding to the detected depression amount of the clutch pedal as a lower limit. The clutch control device for a transmission according to claim 2.   The said manual transmission means controls the drive of the said actuator by making the clutch engagement amount corresponding to the detected depression amount of the clutch pedal into an upper limit, when engaging the said clutch. A clutch control device for a transmission according to any one of the above.

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