JP2018189134A - Control device of transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a transmission which can further accurately learn a power transmission start point of a friction clutch.SOLUTION: A control part learns a clutch stroke of a friction clutch at the time wien a difference rotation number between an output shaft rotation number of an engine and an input shaft rotation number of a transmission reaches a prescribed difference rotation number or larger (YES in step S5) when changing the friction clutch toward an open state from a release state (step S4) as a power transmission start point of the friction clutch (step S8). The control part also learns a clutch stoke at the time when the difference rotation number reaches the prescribed difference rotation number or larger (YES in step S5) when a state that the difference rotation number is not smaller than the prescribed difference rotation number continues for a prescribed time (YES in step S6) as the power transmission start points.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a transmission control device.

  2. Description of the Related Art In recent years, a transmission mounted on a vehicle such as an automobile includes a friction clutch that connects and disconnects power transmission with a drive source such as an engine. In recent years, there is a transmission in which an engagement / disengagement operation of a friction clutch and a switching operation of a shift stage are performed by an actuator.

  As a conventional transmission control device, one described in Patent Document 1 is known. The thing of patent document 1 is equipped with the wet clutch connected / disconnected by a clutch actuator, and when a shift position exists in a non-traveling range, a clutch is changed from an open state to an engagement state, and this change The point at which the input shaft of the transmission starts rotating is learned as the power transmission start point of the wet clutch.

JP 2006-77926 A

  However, in the transmission control device described in Patent Document 1, when the friction clutch is changed from the open state to the engaged state, the clutch disk is uniformly caused by distortion of the contact surface of the friction clutch. There are cases where the input shaft of the transmission rotates at a point other than the original power transmission starting point, with the flywheel partially contacting the flywheel without contacting the flywheel.

  For this reason, the device described in Patent Document 1 may mistakenly learn that the point at which the input shaft of the transmission starts rotating is the power transmission start point, and the power transmission start point of the friction clutch may be I couldn't learn well.

  The present invention has been made paying attention to the above-described problems, and an object of the present invention is to provide a transmission control device capable of accurately learning a power transmission start point of a friction clutch. is there.

  The present invention includes a drive source and a transmission to which power is transmitted from the drive source, and the transmission includes a friction clutch for connecting / disconnecting power from the drive source, and a connection / disconnection operation of the friction clutch, and A control device for a transmission having an actuator for performing a shift speed switching operation, comprising a control unit for controlling the transmission, wherein the control unit changes the friction clutch from an engaged state to an open state. When the differential rotation speed between the output shaft rotation speed of the drive source and the input shaft rotation speed of the transmission is equal to or greater than a predetermined differential rotation speed, the transmission of the friction clutch power is started. It is characterized by learning as a point.

  As described above, according to the present invention, the power transmission start point of the friction clutch can be learned accurately.

FIG. 1 is a configuration diagram of a vehicle including a transmission control device according to an embodiment of the present invention. FIG. 2 is a flowchart illustrating a power transmission start point learning operation by the transmission control device according to the embodiment of the present invention. FIG. 3 is a timing chart showing the transition of the vehicle state when the power transmission start point learning operation is executed in the transmission control apparatus according to the embodiment of the present invention. FIG. 4 is a diagram showing a clutch temperature correction map that is referred to when the power transmission start point is corrected by the transmission control apparatus according to one embodiment of the present invention.

  A transmission control device according to an embodiment of the present invention includes a drive source and a transmission to which power is transmitted from the drive source, and the transmission includes a friction clutch that connects and disconnects power from the drive source. , A control device for a transmission having an actuator for connecting / disconnecting the friction clutch and an operation for switching a gear position, the control device including a control unit for controlling the transmission, and the control unit from the engaged state When changing to the open state, the clutch stroke of the friction clutch when the differential rotational speed between the output shaft rotational speed of the drive source and the input shaft rotational speed of the transmission exceeds a predetermined differential rotational speed It is characterized by learning as a transmission start point. Thereby, the transmission control apparatus according to the embodiment of the present invention can learn the power transmission start point of the friction clutch with high accuracy.

  Hereinafter, an embodiment of the present invention will be described with reference to FIGS. As shown in FIG. 1, a vehicle 10 equipped with a transmission control device according to an embodiment of the present invention includes an engine 1 as a drive source, a transmission 4 to which power is transmitted from the engine 1, Drive wheel 11 to which power is transmitted from machine 4, accelerator pedal sensor 7, brake pedal sensor 8, vehicle speed sensor 9, and controller 6 that controls engine 1 and transmission 4 are configured. .

  The engine 1 is a four-cycle gasoline engine that performs a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke, and ignites during the compression stroke and the expansion stroke to generate the driving force of the vehicle 10. It is configured. The engine 1 may be a diesel engine. Further, the vehicle 10 may include a motor as a drive source instead of the engine 1.

  The transmission 4 includes a transmission mechanism 2, a friction clutch 3, and an actuator 12. The transmission mechanism 2 is configured as a parallel shaft gear type transmission mechanism that is generally used in manual transmissions.

  The friction clutch 3 is configured as a dry single-plate friction clutch, and includes a flywheel 3A connected to the output shaft 1A of the engine 1 and a clutch disk 3B connected to the input shaft 2A of the transmission mechanism 2.

  When the clutch disc 3B and the flywheel 3A are switched to the engaged (connected) state, the friction clutch 3 transmits power between the engine 1 and the transmission mechanism 2 and is switched to the released (disconnected) state. In this case, power transmission between the engine 1 and the speed change mechanism 2 is cut off.

  The actuator 12 is configured as a hydraulic actuator that is operated by the hydraulic pressure of the hydraulic oil, and is driven so as to perform a shift operation of the transmission 4. The shifting operation performed by the actuator 12 includes a connecting / disconnecting operation for opening (disconnecting) or engaging (connecting) the friction clutch 3 and a switching operation for switching the gear position of the transmission mechanism 2.

  The actuator 12 performs a connection / disconnection operation by driving a release rod (not shown) of the transmission 4 to move the clutch disk 3B. The actuator 12 opens the friction clutch 3 before the shift stage switching operation, and engages the friction clutch 3 after the shift stage switching operation.

  The actuator 12 is electrically connected to the control unit 6 and is controlled by a control signal from the control unit 6. Thus, the transmission 4 is configured as an AMT (Automated Manual Transmission) that automates the shifting operation of the manual transmission.

  In the vehicle 10 configured as described above, the rotation output from the engine 1 is shifted at a gear ratio corresponding to the gear stage established by the transmission 4, and includes a differential device (not shown) and left and right drive shafts 11A. Is transmitted to the left and right drive wheels 11.

  The transmission 4 is provided with a clutch stroke sensor 17. The clutch stroke sensor 17 detects the clutch stroke and outputs a detection signal to the control unit 6. The clutch stroke is a relative position of the clutch disc 3B with respect to the flywheel 3A. A detector may be provided in the clutch cable for pulling the release arm, and a value based on the movement amount of the release arm detected by the detector may be used as the clutch stroke.

  Further, the automatic transmission 4 is provided with a clutch temperature sensor 18. The clutch temperature sensor 18 detects the temperature of the friction surface of the friction clutch 3 as the clutch temperature, and outputs a detection signal to the control unit 6.

  The clutch temperature is not limited to the temperature actually measured by the clutch temperature sensor 18. The clutch temperature is calculated based on, for example, the rotational speed of the output shaft 1A of the engine 1, the rotational speed of the input shaft 2A of the automatic transmission 4, the slip amount of the friction clutch 3, the heat capacity or absorbed energy of the friction clutch 3, and the like. May be.

  The accelerator pedal sensor 7 is provided in the accelerator pedal 7A and detects the amount of depression of the accelerator pedal 7A. The brake pedal sensor 8 is provided in the brake pedal 8A and detects the amount of depression of the brake pedal 8A.

  The vehicle speed sensor 9 is provided on the drive shaft 11A and detects the vehicle speed based on the rotational speed of the drive shaft 11A.

  The accelerator pedal sensor 7, the brake pedal sensor 8 and the vehicle speed sensor 9 are electrically connected to the control unit 6 and output detection signals to the control unit 6.

  The control unit 6 is composed of a computer unit having a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an input port, and an output port. The control object is electrically controlled. That is, the control part 6 is comprised from ECU (Electronic Control Unit).

  The ROM of the control unit 6 stores a program for causing the computer unit to function as the control unit 6 along with various control constants and various maps. That is, in the control unit 6, the computer unit functions as the control unit 6 when the CPU executes a program stored in the ROM.

  Various sensors such as the clutch stroke sensor 17, the accelerator pedal sensor 7, the brake pedal sensor 8, and the vehicle speed sensor 9 described above are connected to the input port of the control unit 6.

  The engine 1 and the actuator 12 of the transmission 4 are connected to the output port of the control unit 6. The control unit 6 includes a vehicle 10 such as an accelerator pedal depression amount (accelerator opening) detected by the accelerator pedal sensor 7, a brake pedal depression amount (brake stroke) detected by the brake pedal sensor 8, a vehicle speed detected by the vehicle speed sensor 9, and the like. The engine 1 and the transmission 4 are controlled on the basis of the operating state.

  The controller 6 determines and learns the power transmission start point of the clutch 3. The power transmission start point is a clutch stroke when power transmission is started in the clutch 3, and is sometimes referred to as a kiss point. The learned power transmission start point is used in the connection / disconnection operation of the clutch 3.

  Next, the flow of the power transmission start point learning operation executed by the control unit 6 according to the present embodiment will be described with reference to the flowchart shown in FIG.

  In FIG. 2, the controller 6 repeatedly determines whether or not the clutch release condition is satisfied (step S1). The clutch release condition is a condition under which the clutch 3 can be released for the purpose of learning the power transmission start point.

  The clutch release condition is, for example, that the vehicle 10 is coasting. This is because when the vehicle 10 is coasting, even if the clutch 3 for learning the power transmission start point is released, the influence on the traveling state is small.

  When the clutch release condition is satisfied in step S1, the control unit 6 determines whether or not the learning condition for the power transmission start point of the friction clutch 3 is satisfied (step S2). Here, the control unit 6 determines that the learning condition is satisfied when the vehicle state in which the power transmission start point can be learned with high accuracy is satisfied.

  The vehicle state in which the power transmission start point can be accurately learned is, for example, a state in which the engine speed is constant or changes or gradually decreases.

  The control unit 6 ends the current operation if the learning condition is not satisfied in step S2, and sets the learning condition if the learning condition is satisfied in step S2 (step S3). The setting of the learning condition in step S3 is to set a predetermined differential rotation speed and a predetermined time, which will be described later, as a threshold used for learning the power transmission start point.

  In step S3, the control unit 6 sets a predetermined differential rotation speed based on the engine rotation speed. The engine speed used when setting the predetermined differential speed is preferably set to the engine speed at the timing immediately before the friction clutch 3 is engaged and changed toward the open side. In step S <b> 3, the control unit 6 sets a predetermined time based on the set value of the stroke speed toward the disengagement side of the friction clutch 3.

  Here, the stroke speed to the opening side of the friction clutch 3, that is, the opening speed of the friction clutch 3, is not always constant, and is controlled to increase or decrease according to the driving state of the vehicle 10.

  For example, the disengagement speed of the friction clutch 3 is set to an appropriate speed according to the operation amount of the accelerator operation, the operation amount of the brake operation, and the like. For this reason, in step S3 described above, the controller 6 determines the stroke speed so that the power transmission start point can be accurately learned without being affected by the change in the release speed (stroke speed) of the friction clutch 3. A predetermined time is set according to the set value.

  Next, the control unit 6 starts releasing the friction clutch 3 (step S4). Here, the control unit 6 changes the fully engaged friction clutch 3 toward the opened state. Thereby, the release of the friction clutch 3 is started.

  When the opening of the friction clutch 3 is started, a differential rotational speed of the friction clutch 3 is generated, and thereafter, the differential rotational speed increases. The differential rotational speed of the friction clutch 3 refers to the rotational speed of the output shaft 1A of the engine 1 (also referred to as engine rotational speed or output shaft rotational speed) and the rotational speed of the input shaft 2A of the transmission 4 (both input rotational speed). Is the difference between

  In other words, the differential rotational speed is a difference in rotational speed between the flywheel 3A, which is the two engagement elements of the friction clutch 3, and the clutch disk 3B.

  Next, the control unit 6 determines whether or not the differential rotation speed of the friction clutch 3 is equal to or greater than a predetermined differential rotation speed (step S5).

  If the difference rotational speed is equal to or greater than the predetermined differential rotational speed in step S5, the control unit 6 determines whether or not a predetermined time has elapsed since the differential rotational speed of the friction clutch 3 becomes equal to or greater than the predetermined differential rotational speed (step S6).

  If it is less than the predetermined differential rotation speed in step S5, the control unit 6 proceeds to step S7, and determines in step S7 whether or not the friction clutch 3 is fully opened. Even when the predetermined time has not elapsed in step S6, the control unit 6 proceeds to step S7, and determines whether or not the friction clutch 3 is fully opened in step S7.

  When the friction clutch 3 is completely released in step S7, the control unit 6 ends the operation of the current operation. When the friction clutch 3 is not completely released in step S7, the control unit 6 returns to step S5.

  When the predetermined time has elapsed in step S6, the control unit 6 determines a power transmission start point (step S8).

  Therefore, the control unit 6 is provided on the condition that the differential rotation of the friction clutch 3 is equal to or higher than the predetermined differential rotation speed and the state where the differential rotation speed of the friction clutch 3 is equal to or higher than the predetermined differential rotation speed continues for a predetermined time. In step S8, a power transmission start point is determined.

  Thus, by determining the power transmission start point when the friction clutch 3 is changed from the engaged state to the released state, the clutch disk 3B is brought into contact with the centrifugal force generated by the integral rotation with the flywheel 3A. Since the power transmission start point can be determined from the state where the flywheel 3A is uniformly in contact with the entire surface, the power transmission start point can be accurately determined.

  The power transmission start point determined in step S8 is a sufficiently accurate value even when used as a learning value for the power transmission start point, but rotational inertia is generated on the output shaft 1A of the engine 1 due to the rotation of the engine 1. Therefore, the point at which the differential rotational speed of the friction clutch 3 is equal to or greater than the predetermined differential rotational speed is affected by this rotational inertia.

  That is, when the true power transmission start point is reached, the output shaft rotational speed does not fluctuate (decrease) immediately, but after reaching the true power transmission start point, a time difference (delay) corresponding to the magnitude of the rotational inertia The output shaft speed fluctuates (decreases) after a lapse of time.

  For this reason, in the present embodiment, the power transmission start point determined in step S8 is corrected so as to remove the influence of the rotation inertia (step S9). Here, as the output shaft rotational speed increases, the rotational inertia generated in the output shaft 1A also increases, and the output shaft rotational speed hardly changes.

  Therefore, in step S9, the control unit 6 performs correction so that the power transmission start point is set to the engagement side of the friction clutch 3 as the output shaft rotational speed is higher. Thereby, the power transmission start point can be learned with higher accuracy.

  Next, the control unit 6 stores (learns) the corrected power transmission start point (step S10), and ends the current operation.

  Next, an example of the transition of the vehicle state when the power transmission start point learning operation of FIG. 2 is performed will be described with reference to the timing chart of FIG. FIG. 3 shows the clutch state, the engine speed, the clutch speed, the vehicle speed, the accelerator pedal operation amount, the brake pedal operation amount, and the acceleration of the vehicle 10 as the vehicle state.

  In FIG. 3, the engine speed is represented as a differential speed with respect to the clutch speed when the clutch speed is converted to be constant. The acceleration is written so that the upper side is a negative value and the lower side is a positive value.

  In the initial state of FIG. 3 (time t0), the accelerator pedal operation amount and the brake pedal operation amount are both 0, the vehicle speed is gradually decreasing, the acceleration is a negative value, and the clutch is reduced as the vehicle speed decreases. The number of revolutions is decreasing. That is, the vehicle 10 is coasting. In this initial state, the clutch stroke is in the engaged position, and the friction clutch 3 is fully engaged.

  Thereafter, at time t1, the clutch stroke at the engagement position is gradually changed toward the disengagement side, and the engine speed gradually decreases in accordance with the change in the clutch stroke. Then, the engine speed decreases slightly abruptly from time t3.

  Thereafter, at time t4, the clutch stroke changes (falls) to the point P1, and the differential rotational speed between the clutch rotational speed and the engine rotational speed becomes equal to or greater than the predetermined differential rotational speed. Thereafter, at time t5, the engine speed decreases to the idle speed.

  Therefore, the clutch stroke at point P1 is determined as the power transmission start point. Here, the clutch stroke at the point P1 is a power transmission start point that does not consider the influence of the rotational inertia of the output shaft 1A of the engine 1.

  Therefore, the clutch stroke at point P2, which is displaced from the point P1 to the engagement side by a correction amount (time difference from time t3 to time t2) due to the influence of rotational inertia, is determined as the corrected power transmission start point, and this power The transmission start point is learned.

  Here, there is a correlation between the power transmission start point and the clutch temperature, and the optimum power transmission start point changes according to the temperature of the clutch 3. Therefore, the control unit 6 stores a clutch temperature correction map as shown in FIG. 4 in advance, and refers to the clutch temperature correction map to correct the power transmission rotation with a correction amount corresponding to the clutch temperature. ing.

  Specifically, based on the clutch temperature correction map, the control unit 6 increases the correction amount to the engagement side as the clutch temperature increases and decreases. The clutch temperature can be replaced by the environmental temperature of the clutch 3, the lubricating oil temperature of the transmission 4, the cooling water temperature of the engine 1, and the lubricating oil temperature. That is, the correction amount of the power transmission start point may be determined based on the environmental temperature of the clutch 3, the lubricating oil temperature of the transmission 4, the cooling water temperature of the engine 1, and the lubricating oil temperature instead of the clutch temperature.

  As described above, in this embodiment, the control unit 6 determines whether the output shaft rotational speed of the engine 1 and the input shaft rotational speed of the transmission 4 are changed when the friction clutch 3 is changed from the engaged state to the released state. The clutch stroke of the friction clutch 3 when the differential rotation speed is equal to or greater than the predetermined differential rotation speed is learned as the power transmission start point of the friction clutch 3.

  Thus, since the power transmission start point is learned when the friction clutch 3 is changed from the engaged state to the released state, the power is not affected by disturbance such as distortion of the contact surface of the friction clutch 3. The transmission start point can be learned.

  Here, when learning the power transmission start point when the friction clutch is changed from the released state to the engaged state as in the prior art, the clutch disk is uniformly made into a flywheel due to distortion of the contact surface of the friction clutch. Partially touching the flywheel without contact.

  For this reason, the input shaft 2A of the transmission 4 rotates in a clutch stroke that is not a true power transmission start point, and the clutch stroke when the input shaft starts rotating is erroneously determined as the power transmission start point. There is a possibility of mislearning.

  On the other hand, in this embodiment, the power transmission start point is learned when the friction clutch 3 is changed from the engaged state to the released state, so that the clutch disk 3B is uniformly applied by the centrifugal force due to its rotation. When the friction clutch 3 is released from the state where it is in contact with the flywheel 3A, the power transmission start point can be learned. As a result, the power transmission start point of the friction clutch 3 can be learned with higher accuracy.

  In this embodiment, if the friction clutch 3 is changed from the engaged state to the released state, the power transmission start point is learned even when the shift position is in a range other than the non-traveling range. can do. For this reason, the power transmission start point can be learned even while the vehicle 10 is traveling, and the opportunity to learn the power transmission start point can be increased. Therefore, the power transmission start point can be learned with higher accuracy.

  Further, in this embodiment, the control unit 6 transmits the clutch stroke when the differential rotational speed is equal to or higher than the predetermined differential rotational speed when the differential rotational speed is equal to or higher than the predetermined differential rotational speed for a predetermined time. Learn as a starting point.

  As a result, the power transmission start point is learned after confirming that the state where the differential rotational speed of the friction clutch 3 is equal to or greater than the predetermined differential rotational speed has continued for a predetermined time, so that the differential rotational speed of the friction clutch 3 varies. In this case, it is possible to prevent erroneous learning of the power transmission start point and to learn the power transmission start point with higher accuracy.

  In this embodiment, the control unit 6 sets a predetermined time based on the stroke speed of the friction clutch 3 toward the opening side.

  The stroke speed toward the opening side of the friction clutch 3, that is, the opening speed of the friction clutch 3, is not always constant, and is controlled so as to increase or decrease according to the driving state of the vehicle. For example, the disengagement speed of the friction clutch 3 is adjusted to an appropriate speed in accordance with the operation state such as the operation amount of the accelerator operation and the operation amount of the brake operation.

  Therefore, in an operating state in which the stroke speed toward the opening side of the friction clutch 3 is increased, the rotational speed increase by the engine 1 or the drive wheels 11 or the increase amount of the differential rotational speed per unit time tends to increase. By setting the predetermined time short, the power transmission start point can be learned in a short time after the differential rotation speed is equal to or higher than the predetermined differential rotation speed.

  On the other hand, in an operating state in which the stroke speed toward the release side of the friction clutch 3 is slowed, it is possible to clearly detect that the differential rotational speed is equal to or greater than the predetermined differential rotational speed by setting a long predetermined time. The power transmission start point can be learned with high accuracy.

  Here, the greater the output shaft speed of the engine 1, the greater the inertia of the output shaft 1A. For this reason, it is difficult to change the output shaft rotational speed in the process of releasing the friction clutch 3 according to the region of the output shaft rotational speed, and the lowering speed of the output shaft rotational speed (output shaft rotational speed per time). ) Is different.

  Therefore, in the present embodiment, the control unit 6 sets the predetermined differential rotation speed based on the output shaft rotation speed.

  Thereby, the power transmission start point can be learned with higher accuracy by setting the predetermined differential rotation speed based on the output shaft rotation speed.

  In the present embodiment, the control unit 6 corrects the power transmission start point toward the engagement side of the friction clutch 3 as the output shaft rotational speed is higher.

  As a result, the power transmission start point is corrected to the engagement side of the friction clutch 3 as the output shaft rotational speed is higher, thereby preventing erroneous learning of the power transmission start point due to the inertia of the output shaft 1A. It is possible to learn the power transmission start point with higher accuracy.

  While embodiments of the invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

1 Engine (drive source)
1A Output shaft 2A Input shaft 3 Friction clutch 4 Transmission 6 Control unit 10 Vehicle 12 Actuator

Claims (5)

A driving source;
A transmission to which power is transmitted from the drive source,
The transmission includes a friction clutch that connects / disconnects power from the drive source, and an actuator that performs connection / disconnection operation of the friction clutch and switching operation of the shift stage,
A control unit for controlling the transmission;
The controller is
When the friction clutch is changed from the engaged state to the released state, the differential rotational speed between the output shaft rotational speed of the drive source and the input shaft rotational speed of the transmission is equal to or greater than a predetermined differential rotational speed. A control apparatus for a transmission, wherein a clutch stroke of a friction clutch is learned as a power transmission start point of the friction clutch. The controller is
When the state where the differential rotational speed is equal to or higher than the predetermined differential rotational speed continues for a predetermined time, the clutch stroke when the differential rotational speed is equal to or higher than the predetermined differential rotational speed is learned as the power transmission start point. The transmission control device according to claim 1. The controller is
3. The transmission control device according to claim 2, wherein the predetermined time is set based on a stroke speed toward the release side of the friction clutch. The controller is
4. The transmission control device according to claim 1, wherein the predetermined differential rotation speed is set based on the output shaft rotation speed. 5. The controller is
The transmission control device according to any one of claims 1 to 4, wherein the power transmission start point is corrected to the engagement side of the friction clutch as the output shaft rotational speed is higher. .

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