JP2013036485A - Clutch control unit for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a clutch control unit for a vehicle which is designed to avoid reduction of driving force and prevent an unexpected feeling of strangeness provided to a driver when a clutch temperature excessively rises.SOLUTION: Whether or not at least one of a mechanical friction clutch for transmitting an output of an engine to a transmission and an actuator for driving the clutch in an open/close direction or in a tightening direction requires temperature rise suppression control to suppress a temperature rise is determined, and when the temperature rise suppression control is determined to be necessary, whether or not target clutch capacity is at a predetermined value or higher is determined (S102). When it is determined to be at the predetermined value or higher, operation of the actuator is controlled to follow clutch pedal operation of the driver within a predetermined time period, whereas when it is determined not to be at the predetermined value or higher, the target clutch capacity is corrected to follow the clutch pedal operation of the driver within a time longer than the predetermined time period (S104).

Description

  BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle clutch control device, and more specifically, a CBW (Clutch by Wire) type clutch control device that controls the operation of an actuator in accordance with a clutch pedal operation by a driver to connect and disconnect the clutch. About.

  Recently, a CBW type or AMT (Automated Manual Transmission) type transmission that has been removed from the clutch pedal has been proposed. However, in this type of transmission, shock relaxation and clutch operation are facilitated. For this reason, when the temperature of the clutch is excessively increased by the clutch slip control, the engagement of the clutch is released. As an example, the technique described in Patent Document 1 below can be cited.

  Further, in the technique described in Patent Document 2, the differential rotation of the clutch is detected, the shaft torque is calculated from the detection value by another sensor, and the heat generation amount of the clutch is calculated from the product of the differential rotation and the shaft torque. The shaft torque is reduced when the estimated heat generation amount becomes high.

JP 2006-132767 A JP 2008-057670 A

  The techniques described in Patent Documents 1 and 2 control the driving force to be reduced when the temperature of the clutch or the like is excessively increased as described above, but even in that case, it is not desirable that the driving force is reduced. On the other hand, if the clutch control is immediately stopped, the driver may feel unexpected discomfort.

  SUMMARY OF THE INVENTION The object of the present invention is to solve the above-mentioned problem, and to avoid a decrease in driving force and prevent a driver from feeling uncomfortable when a clutch or the like is excessively heated. Is to provide.

  In order to solve the above-described problem, according to claim 1, a transmission for inputting an output of an engine mounted on a vehicle to change the speed and transmitting it to a wheel, and between the drive shaft of the engine and the transmission. A mechanical friction clutch that is fastened to a drive shaft of the engine by a spring and is fastened to transmit the output of the engine to the transmission; and a clutch pedal provided in a driver seat of the vehicle; A clutch pedal stroke sensor that generates an output indicating an amount of operation of the clutch pedal by a driver, an actuator that is connected to the clutch and drives the clutch in an opening direction or an engagement direction, and at least an output of the clutch pedal stroke sensor A target clutch capacity is calculated according to a preset characteristic based on the calculated target clutch capacity. In the vehicle clutch control device including an actuator control means for controlling the operation of the actuator, a temperature for determining whether or not at least one of the clutch and the actuator needs a temperature rise suppression control for suppressing a temperature rise. A rise suppression control necessity determination means; and a target clutch capacity determination means for determining whether or not the target clutch capacity is equal to or greater than a predetermined value when it is determined that the temperature rise suppression control is necessary. When the target clutch capacity is determined to be greater than or equal to the predetermined value, the operation of the actuator is controlled to follow the driver's clutch pedal operation within a predetermined time, while the target clutch capacity is greater than or equal to the predetermined value. If it is determined that the driver does not operate the clutch pedal, it takes longer than the predetermined time. And as configured to correct the target clutch capacity so as to follow in time.

  In the vehicle clutch control apparatus according to claim 2, the predetermined value is configured to be a value corresponding to the clutch being fastened or substantially fastened to the drive shaft of the engine.

  In the vehicle clutch control device according to claim 3, the temperature increase suppression control necessity determination means compares the temperature or temperature change of at least one of the clutch and the actuator with a threshold value, and increases the temperature. It is configured to determine whether or not suppression control is required.

  According to a fourth aspect of the present invention, the vehicle clutch control device is configured to provide hysteresis to the threshold value.

  In the vehicle clutch control device according to claim 1, at least one of a mechanical friction clutch that transmits the output of the engine to the transmission and an actuator that drives the clutch in the release direction or the engagement direction suppresses temperature rise. It is determined whether or not the temperature rise suppression control is necessary, and when it is determined that the temperature rise suppression control is necessary, it is determined whether or not the target clutch capacity is equal to or greater than a predetermined value. The operation of the actuator is controlled so as to follow the driver's clutch pedal operation within a predetermined time, and when it is determined that it is not greater than the predetermined value, the driver's clutch pedal operation is followed within a longer time than the predetermined time. Since the target clutch capacity is corrected, the clutch control is performed according to the preset characteristics even when the clutch temperature rises excessively. It can be prevented more Atsushi Nobori by the traveling to not decrease the driving force can be continued.

  In addition, it is determined whether or not the target clutch capacity is equal to or greater than a predetermined value. If it is determined that the target clutch capacity is not equal to or greater than the predetermined value, the target clutch capacity is corrected so that the driver operates the clutch pedal within a longer time than the predetermined time. In other words, since the clutch control is configured not to be stopped immediately, it is possible to avoid giving the driver an unexpected sense of incongruity by appropriately setting the predetermined value.

  In the vehicle clutch control device according to the second aspect, the predetermined value is configured to be a value corresponding to that the clutch is fastened or substantially fastened to the drive shaft of the engine. If the driver expects a shift in which the output of the engine is transmitted to the transmission as it is, the driver operates the clutch pedal within a predetermined time set to a minute value. To respond to the driver's expectation, if not, it is possible to avoid giving the driver an uncomfortable feeling by following the driver's clutch pedal operation over a longer time than the predetermined time. it can.

  The vehicle clutch control device according to claim 3 is configured to determine whether or not temperature rise suppression control is required by comparing the temperature or temperature change of at least one of the clutch and the actuator with a threshold value. Therefore, in addition to the effects described above, it is possible to accurately determine whether or not the temperature rise suppression control is necessary.

  In the vehicle clutch control device according to the fourth aspect, since the threshold value is provided with hysteresis, in addition to the above effects, control hunting does not occur.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic view showing an overall vehicle clutch control apparatus according to an embodiment of the present invention. It is a block diagram which shows the details, such as CCU shown in FIG. It is explanatory drawing which shows the characteristic of the clutch capacity with respect to the stroke of the actuator shown in FIG. It is a flowchart which shows operation | movement of the apparatus shown in FIG. It is explanatory drawing which shows the clutch temperature estimation process of FIG. It is a time chart explaining the PCB temperature determination process of FIG. 5 is a sub-routine flow chart showing temperature protection control of FIG. 4. 5 is a time chart for explaining a target clutch capacity shift process of FIG. 4.

  EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing the clutch control apparatus for vehicles which concerns on this invention with reference to an accompanying drawing is demonstrated.

  FIG. 1 is a schematic view generally showing a vehicle clutch control apparatus according to an embodiment of the present invention.

  In the following description, reference numeral 10 denotes a transmission that receives the output of an engine (ENG) 12 mounted on a vehicle (not shown), changes the speed, and transmits it to the wheels 14. For example, the engine 10 is a spark ignition type internal combustion engine using gasoline as fuel, and the transmission 10 is a manual transmission having five forward speeds and one reverse speed (RVS).

  A clutch 16 is interposed between the drive shaft (crankshaft) of the engine 12 and the transmission 10. The clutch 16 is a mechanical friction clutch.

  The clutch 16 is a clutch plate 16b in which a donut-shaped clutch disk (friction material) 16a that can contact a drive shaft 12a of the engine 12, more precisely, a flywheel 12b fixed to the drive shaft 12a is affixed on the circumference. And a pressure plate (friction material) 16c having the same shape as the clutch disk 16a disposed behind the diaphragm disk 16a, and a diaphragm spring 16d disposed behind the pressure plate 16c.

  The friction material composed of the clutch disk 16a and the pressure plate 16c is pressed against the flywheel 12b of the engine 12 by the spring 16d to be fastened and transmit the engine output to the transmission 10.

  The clutch pedal 20 and the clutch 16 that are provided on the floor surface of the vehicle driver's seat so that the driver can freely operate (depress) are disconnected, and the clutch 16 is operated via the actuator 22.

  As described above, the transmission 10 is a CBW (Clutch by Wire) type transmission that controls the operation of the actuator 22 in accordance with the clutch pedal operation by the driver so as to connect and disconnect the clutch 16.

  The transmission 10 is connected to a drive shaft 12a of the engine 12 and inputs an input shaft (main shaft) 10a for inputting the output of the engine 12, and an output shaft connected in parallel to the input shaft 10a and connected to the wheels 14. (Counter shaft) 10b is provided. The input shaft 10a and the output shaft 10b are rotatably supported by the transmission case 10d via bearings 10c.

  A first speed drive gear 10e, a second speed drive gear 10f, and an RVS (reverse drive) drive gear 10g are non-rotatably disposed on the input shaft 10a, and a third speed drive gear 10h and a fourth speed drive gear 10i are disposed on the output shaft 10b. And the fifth speed drive gear 10j are disposed so as not to rotate.

  Further, a first speed driven gear 10k meshing with the first speed drive gear 10e and a second speed driven gear 10l meshing with the second speed drive gear 10f are rotatably arranged on the output shaft 10b, and the input shaft 10a is driven by the third speed drive. A third speed driven gear 10m meshed with the gear 10h, a fourth speed driven gear 10n meshed with the fourth speed drive gear 10i, and a fifth speed driven gear 10o meshed with the fifth speed drive gear 10j are rotatably arranged.

  Further, an RVS gear 10q that can mesh with the RVS drive gear 10g is disposed on the RVS shaft 10p so as not to rotate with respect to the RVS shaft 10p, and a gear 10r cannot be rotated with respect to the output shaft 10b on the output shaft 10b. Be placed.

  The gear 10r is connected to the differential mechanism 10t via a gear 10s. The differential mechanism 10t is connected to the wheel 14 via the drive shaft 10u.

  A 1-2 speed sleeve 10v, a 3-4 speed sleeve 10w, and a 5 speed sleeve 10x are arranged in the vicinity of the input shaft 10a and the output shaft 10b. The sleeves 10v, 10w, and 10x are mechanically connected to a shift lever 24 that is disposed in a vehicle driver's seat so as to be operated by the driver via a rod, a shift fork (both not shown), and the like.

  The shift lever 24 is configured to be movable in a slot having a shift pattern consisting of 1-5 speed (gear), R (reverse to RVS), and N (neutral) according to the operation of the driver.

  When the clutch 16 is in the illustrated connecting position, when the shift lever 24 is operated to the first speed position by the driver, the 1-2 speed sleeve 10v moves correspondingly to the left in FIG. 1 and outputs the first speed driven gear 10k. It fixes to the axis | shaft 10b.

  As a result, the first speed is established, and the output of the engine 12 is transmitted to the input shaft 10a via the clutch 16, and the first speed drive gear 10e, the first speed driven gear 10k, the output shaft 10b, the gear 10r, the gear 10s, and the differential mechanism. 10t, the drive shaft 10u, and the wheels 14 are transmitted to drive the vehicle in the forward direction.

  When the shift lever 24 is operated to the second speed position, the first and second speed sleeves 10v move right in FIG. 1 to fix the second speed driven gear 10l to the output shaft 10b. As a result, the second speed stage is established. The output is transmitted to the clutch 16, the input shaft 10a, the second speed drive gear 10f, the second speed driven gear 10l, the output shaft 10b, and the gear 10r.

  When the shift lever 24 is operated to the third speed position, the 3-4 speed sleeve 10w moves to the left in FIG. 1 to fix the third speed driven gear 10m to the input shaft 10a. As a result, the third speed stage is established. The output is transmitted to the clutch 16, the input shaft 10a, the third speed driven gear 10m, the output shaft 10b, the third speed drive gear 10h, and the gear 10r.

  When the shift lever 24 is operated to the fourth speed position, the 3-4 speed sleeve 10w moves to the right in FIG. 1 to fix the fourth speed driven gear 10n to the input shaft 10a. As a result, the fourth speed stage is established. The output is transmitted to the clutch 16, the input shaft 10a, the fourth speed driven gear 10n, the fourth speed drive gear 10i, the output shaft 10b, and the gear 10r.

  When the shift lever 24 is operated to the fifth speed position, the fifth speed sleeve 10x moves to the left in FIG. 1 to fix the fifth speed driven gear 10o to the input shaft 10a. As a result, the fifth speed stage is established and the output of the engine 12 is It is transmitted to the clutch 16, the input shaft 10a, the fifth speed driven gear 10o, the fifth speed drive gear 10j, the output shaft 10b, and the gear 10r.

  When the shift lever 24 is operated to the R (RVS) position, the RVS gear 10q moves to the left in FIG. 1 and meshes with the RVS drive gear 10g. As a result, the first reverse speed is established, and the output of the engine 12 is the clutch 16 , Input shaft 10a, RVS drive gear 10g, RVS gear 10q, 1-2 speed sleeve 10v, output shaft 10b, gear 10r, gear 10s, differential mechanism 10t, drive shaft 10u, wheels 14 are transmitted to the vehicle in the reverse direction To run.

  The actuator 22 will be described. The actuator 22 includes an electric motor 22a, a master cylinder (hydraulic cylinder) 22b, a slave cylinder 22c (hydraulic cylinder), a release fork 22d, and a release pivot 22e.

  The electric motor 22a is composed of, for example, a DC motor, and rotates when energized from a vehicle-mounted battery (shown as “BATT” in FIG. 2). The rotation of the electric motor 22a is coupled to the piston rod 22b1 of the master cylinder 22b via a ball screw (not shown).

  A piston 22b2 attached to the other end of the piston rod 22b1 is slidably accommodated in the master cylinder 22b. The piston 22b2 moves inside the master cylinder 22b according to the rotation of the electric motor 22a converted into a linear motion via a ball screw.

  In the master cylinder 22b, hydraulic oil (brake oil) is supplied from the reservoir 22b3 to the oil chamber formed by the piston 22b2. The master cylinder 22b is connected to the slave cylinder 22c via the pipe 22b4.

  A piston 22c1 is slidably accommodated in the slave cylinder 22c. In the slave cylinder 22c, hydraulic oil is supplied from the master cylinder 22b to the oil chamber formed by the piston 22c1 via the pipe 22b4.

  The piston 22c1 is attached to one end of the piston rod 22c2, and the other end of the piston rod 22c2 is connected to the release fork 22d. The release fork 22d is connected to the spring 16d of the clutch 16 via a release pivot 22e fixed to the transmission case 10d.

  In the actuator 22, when the electric motor 22a is energized and rotated by an amount corresponding to the energization amount, the rotation is transmitted as a hydraulic pressure from the master cylinder 22b to the slave cylinder 22c via the ball screw, which corresponds to the rotation amount. The piston rod 22c2 of the slave cylinder 22c is stroked (forward or backward) by the distance to drive the release fork 22d in the front-rear direction.

  As shown in the figure, the release pivot 22e is disposed closer to the clutch 16 than the central position of the release fork 22d. Therefore, the movement of the release fork 22d with the release pivot 22d as a fulcrum is increased and transmitted to the spring 16d of the clutch 16. .

  Therefore, when the electric motor 22a is rotated in the forward direction, for example, the piston rod 22c2 of the slave cylinder 22c strokes (forwards) forward by an amount corresponding to the rotation amount, and drives the release fork 22d to press the spring 16d. Then, the clutch 16 (the clutch plate 16b) is driven in a direction away from the drive shaft 12a of the engine 12.

  On the other hand, when the electric motor 22a is rotated in the reverse direction, the piston rod 22c2 of the slave cylinder 22c strokes backward (retreats) by an amount corresponding to the rotation amount. As a result, the clutch 16 (the clutch plate 16b) moves toward the fastening position pressed against the drive shaft 12a of the engine 12 by the urging force of the spring 16d.

  When the electric motor 22a is further rotated in the reverse rotation direction, the piston rod 22c2 and the release fork 22d of the slave cylinder 22c move further rearward, and when the force pressing the spring 16d becomes zero, the clutch 16 is moved to the illustrated connection position. Return.

  A piston stroke sensor 30 is disposed in the vicinity of the master cylinder 22b, and an output corresponding to the stroke amount of the actuator 22 (movement amount of the release fork 22d) is generated through the movement of the piston 22b2 in the master cylinder 22b.

  A hydraulic pressure sensor 32 is disposed at an appropriate position of the pipe 22b4 connecting the master cylinder 22b and the slave cylinder 22c, and generates an output corresponding to the hydraulic pressure (pressure of hydraulic oil) at that portion.

  A clutch pedal stroke sensor 20a is disposed in the vicinity of the clutch pedal 20 disposed on the vehicle driver's seat floor, and generates an output (voltage) indicating the amount of operation of the clutch pedal 20 by the driver.

  A brake switch 34a is disposed in the vicinity of the brake pedal 34 disposed alongside the clutch pedal 20 on the vehicle driver's floor, and outputs a signal each time the driver depresses the brake pedal 34 (brake operation). In addition, an accelerator opening sensor 36a is disposed in the vicinity of the accelerator pedal 36 to generate an output corresponding to the amount of depression of the accelerator pedal 36 by the driver.

  A first rotational speed sensor 40 is disposed in the vicinity of the input shaft 10a of the transmission 10 to generate an output indicating the rotational speed NM of the input shaft 10a, and a second rotational speed sensor 42 in the vicinity of the drive shaft 10u. Is arranged to generate an output indicating the rotational speed of the drive shaft 10u, that is, the vehicle speed.

  Except for the piston stroke sensor 30, the output of most sensors is input to an FI-ECU (Electronic Control Unit) 46. The FI-ECU 46 includes a microcomputer and is accommodated in a case (not shown) arranged at an appropriate position near the vehicle driver's seat.

  A PCB (Print Circuit Board) 50 is disposed in a case (not shown) of the master cylinder 22b of the actuator 22, and a CCU (Clutch Control Unit) 52 is mounted thereon. The CCU 52 also includes an ECU equipped with a microcomputer.

  FIG. 2 is a block diagram showing details of the FI-ECU 44, the CCU 52, and the like.

  As shown in the figure, among the sensors described above, the outputs of the piston stroke sensor 30, the clutch pedal stroke sensor 20a, and the hydraulic pressure sensor 32 are input to the CCU 52.

  The CCU 52 detects the amount of depression (stroke) of the clutch pedal 20 by the driver by converting the output (voltage value) of the clutch pedal stroke sensor 20a according to appropriate characteristics, and calculates the amount of change in depression (per predetermined time). To do.

  That is, the “output indicating the amount of operation of the clutch pedal 20 by the driver” generated by the clutch pedal stroke sensor 20a means an output including both the depression amount and the depression change amount of the clutch pedal 20.

  The CCU 52 is communicably connected to the FI-ECU 44 via a CAN (Controller Area Network), and the detected operation depression amount of the clutch pedal 20, the calculated depression change amount of the clutch pedal 20, and the detected actuator 22 are detected. Is output to the FI-ECU 46.

  Although not shown, the FI-ECU 46 also receives outputs from a crank angle sensor, an absolute pressure sensor, and the like, and detects the engine speed NE and the intake pipe absolute pressure PBA (engine load) from them, and the FI (Fuel) of the engine 12 is detected. Controls operations such as fuel injection and ignition timing.

  The FI-ECU 46 also calculates the rotational speed NC of the output shaft 10b from the output of the second rotational speed sensor 42 and the reduction ratio, and outputs the rotational speed NC and the output of the first rotational speed sensor 40 (the rotation of the input shaft 10a). The gear ratio is calculated from the ratio with NM).

  The FI-ECU 46 further determines a target clutch capacity (clutch transmission torque) based on the depression amount of the clutch pedal 20 sent from the CCU 52 and outputs the target clutch capacity to the CCU 52. The CCU 52 determines the energization amount of the electric motor 22a of the actuator 22 so that the determined clutch capacity is obtained, and energizes the electric motor 52 from the energization circuit 52a.

  Thus, the FI-ECU 46 energizes the electric motor 22a of the actuator 22 through the energization circuit 52a of the CCU 52 to control the stroke of the actuator 22 (the piston rod 22c2 of the slave cylinder 22c), thereby increasing the capacity of the clutch 16. Control is performed between engagement (clutch engagement) and release (clutch disengagement or disengagement) and a half-clutch state therebetween.

  FIG. 3 is an explanatory diagram showing the characteristics of the clutch capacity with respect to the stroke of the actuator 22 (Act stroke). In this specification, “clutch capacity” means torque that can be transmitted by the clutch 16, that is, clutch transmission torque.

  As shown in the figure, the clutch capacity becomes maximum when the Act stroke is zero and the clutch 16 is engaged (clutch engagement), and decreases as the Act stroke increases toward the disconnection (clutch disconnection, disengagement position). It becomes zero when it is open). The characteristics shown in FIG. 3 are preset as the theoretical clutch capacity through experiments and stored in the microcomputer memory of the CCU 52.

  Returning to the description of FIG. 2, a temperature sensor 54 is disposed on the PCB 50 in the vicinity of the energization circuit 52a, and outputs an output indicating the temperature of the PCB 50, more specifically, the temperature of a component such as a power transistor of the energization circuit 52a. Arise.

  The output of the temperature sensor 54 is also sent to the CCU 52. The CCU 52 monitors the output of the temperature sensor 54 for heat generation (abnormality) due to energization of the electric motor 22a of the actuator 22, that is, whether or not an abnormality has occurred in the electric motor 22a.

  FIG. 4 is a flowchart showing the operation of the FI-ECU 46, specifically clutch control, and more specifically, the determination of the stroke of the actuator 22 (Act stroke). The illustrated program is executed by the FI-ECU 46 at predetermined time intervals, for example, every 10 msec.

  As will be described below, reference correction of the clutch pedal 20 is performed in S10. Although the stroke (depression amount) of the clutch pedal 20 is detected from the output (voltage) of the clutch pedal stroke sensor 20a, the clutch pedal 20 is depressed in S10 in order to eliminate variations in the half-clutch position due to manufacturing variations such as pedal stoppers. The sensor output is scaled to correct the reference.

  Next, in S12, normal clutch control is executed. This is a normal control for controlling the clutch 16 to be engaged, disengaged, or half-clutched by operating the actuator 22 in accordance with the operation (depression) of the clutch pedal 20 by the driver.

  Next, in S14, the temperature of the clutch 16 is estimated.

  FIG. 5 is an explanatory diagram showing the temperature estimation process. As shown in the figure, the estimated temperature of the clutch 16 is calculated using the PP estimated temperature, that is, the estimated temperature of the pressure plate 16c of the clutch 16, and using the coefficients A and B.

The PP estimated temperature is calculated according to the equation shown in the figure. Q in the equation is clutch absorbed energy, and is calculated according to the following equation.
Q = TRQENG × (NE-NM) /60×2π×0.01
In the above, TRQENG: engine torque (the engine 12 output torque obtained by searching the map from loads such as the engine speed NE and the intake pipe absolute pressure PBA), NM: the speed of the input shaft 10a. Cpp is the heat capacity of the pressure plate 16b, and the coefficients A and B are values obtained from actual measurements.

  Returning to the description of the flow chart of FIG. 4, the process then proceeds to S16 to perform PCB temperature determination.

  FIG. 6 is a time chart for explaining the processing.

  The process of S16 is performed when the amount of change in temperature detected from the temperature sensor 54 disposed on the PCB 50 exceeds a predetermined value (not shown) (FIG. 6A), or the temperature detected from the temperature sensor 54. This is done by determining whether or not the threshold value exceeds the threshold value (FIG. 6B).

  Specifically, when the predetermined value shown in FIG. 6A is exceeded, specifically, the fluctuation range of the detected temperature during a predetermined time, for example, from time t1 to t2 in the same figure becomes larger than a predetermined value (not shown), This is the case where it does not converge.

  As shown in FIG. 6B, the threshold is provided with hysteresis so that control hunting does not occur. Although illustration is omitted, hysteresis is provided to a predetermined value also in the case of FIG.

  In the flowchart of FIG. 4, the process then proceeds to S18 to determine whether or not temperature protection should be performed. Specifically, it is determined whether or not at least one of the clutch 16 and the actuator 22 needs temperature increase suppression control that should suppress the temperature increase.

  More specifically, it is determined whether or not the clutch temperature estimated in S14 exceeds a predetermined value. When it is determined that the clutch temperature exceeds the predetermined value, the determination in S18 is affirmed and the process proceeds to S20. (Increase suppression control).

  Alternatively, when it is determined in S16 that the amount of change in the PCB temperature exceeds a predetermined value, or when it is determined that the PCB temperature itself exceeds the threshold value, the determination in S18 is affirmed and the process proceeds to S20, and the temperature protection control ( (Temperature rise suppression control) is performed. Of course, when the process proceeds to S20, the processes after S22 are not performed.

  FIG. 7 is a sub-routine flowchart showing the processing.

  In the following, it is determined in S100 whether or not clutch automatic control is being performed. Here, “clutch automatic control” means control in which the control by the actuator 22 of the clutch 16 is performed independently of the clutch pedal operation by the driver according to the characteristics shown in FIG.

  When the result in S100 is negative, the subsequent processing is skipped. That is, the driver is caused to follow the clutch pedal operation within a predetermined time.

  As a result, the stroke of the actuator 22 is determined based on the target clutch capacity in the processing of S32 described later in the flowchart of FIG. 4, and the actuator 22 drives the clutch 16 in the engagement direction and the release direction (or half-clutch state) accordingly. Is done.

  On the other hand, when the result in S100 is affirmative, the program proceeds to S102, in which it is determined whether the target clutch capacity is equal to or greater than a predetermined value. The predetermined value means a value corresponding to that the clutch 16 is fastened or substantially fastened to the drive shaft 12a of the engine 12, more precisely, the clutch 16 is completely fastened or almost completely fastened to the drive shaft 12a.

  When the result in S102 is affirmative, the subsequent processing is skipped (following the driver's clutch pedal operation within a predetermined time), while when the result is negative, the process proceeds to S104 and the target clutch capacity is gradually, in other words, predetermined. Transition (replacement) to the clutch pedal operation amount within a longer time.

  FIG. 8 is a time chart for explaining the processing of S104.

  As shown in the figure, when affirmative determination is made in S102 and the target clutch capacity is determined to be greater than or equal to a predetermined value (or negative determination is made in S100 that clutch automatic control is not being performed), as indicated by reference symbol a in FIG. The target clutch capacity is corrected so as to follow the driver's clutch pedal operation within a predetermined time (10 msec), that is, during the next program loop.

  On the other hand, when the result in S102 is negative and it is determined that the target clutch capacity is not equal to or larger than the predetermined value, the process proceeds to S104, and the target clutch capacity is stepped as shown by the symbol b in FIG. -Transition (replacement) to the clutch pedal operation amount over a long time so that the chart increases or decreases by one step every program loop (predetermined time).

  By increasing / decreasing the target clutch capacity stepwise in this way, it is possible to avoid sudden changes in the engine torque TRQENG, to suppress sudden clutch engagement and disengagement during control switching, and to give the driver an unexpected sense of incongruity. Can be avoided.

  Returning to the description of the flow chart of FIG. 4, on the other hand, when the result in S18 is negative, the program proceeds to S22, and clutch characteristic correction 1 is executed. This is a process of calculating a correction value for correcting the clutch capacity characteristic shown in FIG.

  Next, in S24, clutch characteristic correction 2 is executed. This is a process of calculating a correction value by obtaining a difference between the theoretical clutch capacity and the actual clutch capacity at the time of slip.

  Next, in S26, shock reduction control is executed. This is because, for example, when the vehicle is traveling at a high accelerator opening degree and a low gear, when the accelerator pedal 36 is greatly depressed and the engine speed NE increases rapidly, the input shaft speed NM is suppressed to a low level and a shock is applied. This is a reduction control.

  Next, the process proceeds to S28, and the rattling noise reduction control is executed. This is control for reducing noise caused by backlash of the gear of the transmission 10 by sliding the clutch 16 in a predetermined traveling state.

  Next, in S30, the theoretical clutch capacity characteristics shown in FIG. 3 are corrected by the correction values obtained in S22 and S24.

  Next, the process proceeds to S32, in which the Act stroke is determined from the calculated target clutch capacity according to the characteristic of the theoretical clutch capacity shown in FIG. At this time, needless to say, if the characteristic is corrected, the Act stroke is determined according to the corrected characteristic.

  As described above, in this embodiment, the transmission 10 for inputting the output of the engine (internal combustion engine) 12 mounted on the vehicle and shifting it to the wheels 14, the drive shaft 12 a of the engine 12, A mechanical friction clutch 16 inserted between the transmissions 10 and fastened by being pressed against the drive shaft of the engine by a spring 16d to transmit the output of the engine to the transmission; and a driver's seat of the vehicle A clutch pedal 20 provided to the clutch, a clutch pedal stroke sensor 20a that generates an output indicating the amount of operation of the clutch pedal by the driver, and an actuator 22 that is connected to the clutch 16 and drives the clutch in an opening direction or an engagement direction. And at least a preset characteristic (clutch capacity) based on the output of the clutch pedal stroke sensor 20a The vehicle clutch control device includes an actuator control means (FI-ECU 46) that calculates a target clutch capacity according to the calculated target clutch capacity and controls the operation of the actuator based on the calculated target clutch capacity. Temperature rise suppression control necessity judgment means (S14 to S16) for judging whether or not at least one of the actuators 22 needs temperature rise suppression control that should suppress the temperature rise, and judgment that the temperature rise suppression control is necessary. And a target clutch capacity determining means (S20, S102) for determining whether or not the target clutch capacity is equal to or greater than a predetermined value, and the actuator control means determines that the target clutch capacity is equal to or greater than the predetermined value. When the vehicle is operated, the above-mentioned alarm is performed so as to follow the driver's clutch pedal operation within a predetermined time. While controlling the operation of the tutor, when it is determined that the target clutch capacity is not equal to or greater than the predetermined value, the target clutch capacity is set so as to follow the driver's clutch pedal operation within a time longer than the predetermined time. Since the correction is made (S104), even when the temperature of the clutch 16 or the like rises excessively, further temperature rise can be prevented by stopping the clutch control according to the preset characteristics, and the engine 12 The driving can be continued because the driving force is not reduced.

  In addition, it is determined whether or not the target clutch capacity is equal to or greater than a predetermined value. If it is determined that the target clutch capacity is not equal to or greater than the predetermined value, the target clutch capacity is corrected so that the driver operates the clutch pedal within a longer time than the predetermined time. That is, since the clutch control is configured not to be stopped immediately, it is possible to avoid giving the driver an unexpected sense of discomfort by appropriately setting a predetermined value (for example, 10 msec or the like).

  Further, since the predetermined value is configured to be a value corresponding to that the clutch is fastened or substantially fastened to the drive shaft of the engine, the target clutch capacity is a value equivalent to the clutch fastness (or substantially fastened). When the driver expects a shift in which the output of the engine 12 is transmitted to the transmission as it is, for example, the driver expects the driver to keep following the driver's clutch pedal operation within a predetermined time set to a minute value. On the other hand, if not, it can be avoided that the driver feels uncomfortable by making the driver follow the clutch pedal operation over a longer time than the predetermined time.

  The temperature rise suppression control necessity determination means determines whether the temperature increase suppression control is required by comparing the temperature or temperature change of at least one of the clutch and the actuator with a threshold value (S14). , S16), it is possible to accurately determine whether or not the temperature rise suppression control is necessary in addition to the effects described above.

  Further, since the threshold value is configured to have hysteresis, in addition to the above-described effect, control hunting does not occur.

  In the above description, the structure of the transmission is not limited to the illustrated configuration as long as it is fastened or released by a clutch, and may be any configuration.

  DESCRIPTION OF SYMBOLS 10 Transmission, 12 Engine (internal combustion engine), 12a Drive shaft, 14 Wheel, 16 Clutch, 16d Spring, 20 Clutch pedal, 20a Clutch pedal stroke sensor, 22 Actuator, 22a Electric motor, 22b Master cylinder, 22c Slave cylinder, 22d Release fork, 24 shift lever, 30 stroke sensor, 32 hydraulic pressure sensor, 34 brake pedal, 34a brake switch, 36 accelerator pedal, 36a accelerator opening sensor, 40, 42 rotational speed sensor, 46 FI-ECU (actuator control means), 50 PCB, 52 CCU, 54 Temperature sensor

Claims (4)

  A transmission for inputting an output of an engine mounted on a vehicle to change the speed and transmitting it to a wheel, and being inserted between a drive shaft of the engine and the transmission and pressed against the drive shaft of the engine by a spring. And a clutch pedal for transmitting the output of the engine to the transmission, a clutch pedal provided at a driver's seat of the vehicle, and a clutch pedal for generating an output indicating an operation amount of the clutch pedal by a driver A target clutch capacity is calculated according to a characteristic set in advance based on a stroke sensor, an actuator connected to the clutch and driving the clutch in an opening direction or an engagement direction, and at least an output of the clutch pedal stroke sensor, and the calculation Actuator for controlling operation of said actuator based on specified target clutch capacity A temperature rise suppression control necessity judgment means for judging whether or not at least one of the clutch and the actuator needs a temperature rise suppression control for suppressing a temperature rise; And a target clutch capacity determining means for determining whether or not the target clutch capacity is greater than or equal to a predetermined value when it is determined that the temperature rise suppression control is necessary. When it is determined that the value exceeds the predetermined value, the operation of the actuator is controlled to follow the clutch pedal operation of the driver within a predetermined time, while when the target clutch capacity is determined not to be equal to or greater than the predetermined value, The target clutch capacity is corrected to follow the driver's clutch pedal operation within a time longer than the predetermined time. The vehicle clutch control device according to claim Rukoto.   2. The vehicle clutch control device according to claim 1, wherein the predetermined value is a value corresponding to the clutch being fastened or substantially fastened to a drive shaft of the engine.   The temperature rise suppression control necessity determining means compares the temperature or temperature change of at least one of the clutch and the actuator with a threshold value to determine whether the temperature rise suppression control is required. The vehicle clutch control device according to claim 1 or 2.   4. The vehicle clutch control device according to claim 3, wherein the threshold value is provided with hysteresis.

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