JP2731925B2 - Dry clutch control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for electronically controlling a dry clutch in a vehicle equipped with a belt-type continuously variable transmission and the like. Related to control.

[Conventional technology]

In recent years, it has been considered that a dry clutch is used as a vehicle clutch in addition to a torque converter and an electromagnetic clutch, and the disconnection control of the dry clutch is automatically performed at the time of starting or immediately before stopping.

Therefore, conventionally, regarding the control of the dry clutch,
For example, there is a prior art in Japanese Patent Application Laid-Open No. 60-78119. Here, the first and second clutch connection speed patterns at the start
2 shows that the speed is divided into three speed patterns and set, and the operating speed of the clutch is determined and controlled according to the speed patterns.

[Problems to be solved by the invention]

By the way, in the above-mentioned prior art, since all of the clutch connection speeds at the time of starting are controlled based only on a preset pattern, the running resistance at the time of starting varies and the clutch meet portion is not controlled. It is not possible to appropriately cope with and control various disturbance factors that have changed over time. For this reason, the behavior of the vehicle at the time of starting changes due to disturbance elements, and it is difficult to always perform stable starting.

The present invention has been made in view of such a point, and a purpose thereof is to appropriately determine the clutch connection speed of each of the three divided areas and cope with various disturbances.
It is an object of the present invention to provide a dry clutch control device capable of quick and smooth clutch meet.

[Means for solving the problem]

In order to achieve the above object, the dry clutch control device of the present invention controls the start control from the clutch disengagement in regions I, II, and III.
In the above-mentioned region I, the clutch connection speed is set in accordance with the relationship between the engine speed and the throttle opening, and the vehicle is moved. In the above region II, the clutch connection speed is set in accordance with the relationship between the engine speed and changes in the engine speed. And move to the above area II
In I, the clutch is moved at a predetermined clutch connection speed and fully engaged.

[Action]

Based on the above configuration, in the initial region I when the dry clutch is started, the clutch is moved while appropriately setting the clutch connection speed based on the starting intention and the running resistance, and in the region II near the clutch meet, the disturbance element and the running state The engine speed is gently moved at the clutch connection speed taking into account the increased state of the engine speed due to the above, and in the region III after the clutch meet, the vehicle moves quickly and becomes completely engaged.

〔Example〕

 Hereinafter, embodiments of the present invention will be described with reference to the drawings.

Referring to FIG. 1, a drive system in which a dry clutch is combined with a continuously variable transmission will be described. A crankshaft 2 of an engine 1 is connected to a flywheel 4 of a dry clutch 3. The dry clutch 3 includes a flywheel 4 and a clutch plate 6 having a diaphragm spring 5 opposed thereto, and an actuator such as a DC motor 8 connected to the spring 5 via a release lever 7. The DC motor 8 has a built-in brake mechanism for stopping and holding at an arbitrary position by stopping the energization, and operates the release lever 7 by converting the rotation into a linear displacement. Here, for example, the flywheel 4 and the clutch plate 6 are mechanically engaged and connected by frictional force by the operation of the lever 7 by the forward rotation of the DC motor 8, and the engagement is performed by the operation of the lever 7 by the reverse rotation of the DC motor 8. Untie and cut. Further, when the DC motor 8 rotates in the forward and reverse directions, the energization is duty-controlled, the rotation speed is made variable, and the changing speed of the clutch position is made variable in accordance with the duty ratio.

The clutch plate 6 of the dry clutch 3 is connected to a primary 11 of a continuously variable transmission 10 via a forward / reverse switching device 9, and a belt 15 is attached to a primary pulley 12 of the primary shaft 11 and a secondary pulley 14 of a secondary shaft 13. Wound. The secondary shaft 13 is connected to a differential device 17 via a reduction gear 16, and the differential device
Transmission from 17 to the wheel side. The continuously variable transmission 10 applies a pulley pressing force according to the transmission torque by electronically controlling the line pressure of the secondary pulley 14 and the primary pressure of the primary pulley 12 with a solenoid valve or the like. In this configuration, the ratio is changed and the stepless speed change is automatically performed.

Describing the control system, the shift position sensor 20 on the select lever side, the accelerator switch 21 on the accelerator pedal side,
An engine speed sensor 22, a throttle opening sensor 23, a primary pulley speed sensor 24, a secondary pulley speed sensor 25, and a clutch position detector 26 for detecting a clutch position on the motor side are provided. These signals are input to the electronic control unit 27, and a motor control signal from the control unit 27 is output to the DC motor 8 to control the clutch position of the dry clutch 3. Each signal of the shift control and the line pressure control from the control unit 27 is output to the hydraulic control circuit 28 to control the speed of the continuously variable transmission 10.

 The electronic control system will be described with reference to FIG.

First, the continuously variable transmission control system includes a transmission speed control unit 30 and a line pressure control unit 31. Gear speed control
An actual speed ratio calculating unit 32 calculates an actual speed ratio i based on the primary pulley speed sensor 24 and the primary pulley speed Np and the secondary pulley speed Ns of the secondary pulley speed sensor 25, and a target speed ratio calculating unit 33. Then, the target speed ratio is is calculated from the target primary pulley rotation speed Npd and the secondary pulley rotation speed Ns. The shift speed calculating section 34 calculates the shift speed di based on the deviation of the actual speed ratio i and the target speed ratio is.
/ dt is obtained, and a duty signal corresponding thereto is output to the solenoid valve 35 to control the actual speed ratio i to follow the target speed ratio is. The line pressure control unit 31 obtains an engine torque T from the throttle opening θ of the throttle opening sensor 23 and the engine speed Ne of the engine speed sensor 22, and sets a target line pressure PLD based on this and the actual speed ratio i. The duty signal corresponding to the target line pressure PLD is supplied to the solenoid valve 3.
6 to control the line pressure according to the transmission torque.

Next, the clutch control system will be described. The clutch control system includes a clutch disengagement determination unit 41, a half-clutch determination unit 42, and a clutch engagement determination unit 43 in order to determine the clutch state along with the presence or absence of a will to start. When the shift position of the shift position sensor 20 is parking (P) or neutral (N), the clutch disengagement determination unit 41 determines that the shift position is drive (D) or reverse (R).
In the running state of the accelerator OFF, the clutch release is determined when the speed is equal to or lower than a predetermined direct connection speed for further preventing the engine stall.

The half-clutch determining unit 42 determines whether the shift position is D or R and the accelerator O
N, Further, the clutch disengagement determination unit 41 determines the half-clutch state when the previous time is the clutch disengagement control. The clutch engagement determination unit 43 determines the clutch engagement when the vehicle enters the clutch engagement region by half-clutch control as described later, and when the vehicle is running at the accelerator off state and the vehicle speed is equal to or higher than the direct connection vehicle speed.

The judgment result of the clutch disengagement judging section 41 is input to the comparison control section 44, and a reverse rotation signal is output from the comparison control section 44 to the DC motor 8 via the drive section 45. Further, a signal of a predetermined clutch connection speed ₁ is input from the connection speed setting unit 46 to the drive unit 45, and a duty signal corresponding to the clutch connection speed ₁ is output to control the motor rotation speed.

For the half-clutch determining unit 42, a region I determining unit 47, a region II determining unit 48, and a region III, which are divided into three regions, a region I of initial connection, a region II of half-clutch control, and a region III of full engagement. Judgment unit 4
Has 9 The region I determination unit 47 is first selected by the output of the half clutch determination unit 42, and the output of the region I determination unit 47, the engine speed Ne, and the throttle opening θ are input to the connection speed setting unit 50. . Here, the clutch connection speed in region I
₂ is an increasing function for the throttle opening θ and a decreasing function for the engine speed Ne, as shown in FIG. 3 (a). The smaller the increase in engine speed Ne due to resistance,
₂ increases. Further, the clutch connection speed ₂ is significantly reduced as the engine speed Ne rises, and smoothly shifts to the region II. Then, the clutch connection speed ₂ retrieved from the map of the throttle opening θ and the engine speed Ne is input to the comparison control unit 44 to instruct the DC motor 8 to rotate forward, and is input to the drive unit 45 to input the clutch connection speed. A duty signal corresponding to speed ₂ is output.

The region II determination unit 48 calculates the clutch connection speed in the region I.
_{In 2} , for example, the minimum is selected as _2n , and if it is smaller than ₂ , the process proceeds to the region II determination unit 48, the output of the region II determination unit 48, the engine speed Ne, and the engine speed change calculation unit.
The engine speed change e calculated in 51 is input to the connection speed setting unit II52. Here, the clutch connection speed ₃ in the region II is set by an increasing function with respect to the engine speed change e as shown in FIG. 3 (b), and when the engine speed change e is reduced by a disturbance element, the clutch connection speed ₃ is reduced. _Three
To increase the engine speed. Further, the clutch connection speed ₃ is set by an increasing function with respect to the engine speed Ne, and smoothly shifts to the region III. Then, the clutch connection speed ₃ retrieved from the map of the engine speed Ne and the engine speed change e is:
In the same manner as described above, the instruction is input to the comparison control unit 44 and the drive unit 45 and instructed.

The region III determination unit 49 determines that Ne = Np
Is selected at the time point when is detected, and the connection speed setting section 53 outputs the motor normal rotation and the predetermined connection speed ₄ . Further, the clutch connection determination unit 43 is selected after the output of the connection speed setting unit 53 has elapsed for a predetermined time, and the comparison control unit 44 stops and holds the DC motor 8 at the maximum clutch position.

Next, the operation of the control device having such a configuration will be described with reference to the flowchart of FIG. 4 and the time chart of FIG.

First, when the vehicle is stopped and the accelerator is off even at the shift position to N or P or the shift position to D or R, the clutch disconnection determination unit 41
Is selected. Therefore, the comparison control unit 44 and the connection speed setting 46
As a result, the DC motor 8 is driven to rotate in reverse at a predetermined speed, whereby the dry clutch 3 returns to the connection start position and maintains the clutch disengaged state.

Next, when the accelerator is turned on at the shift position of D or R after the clutch disengagement control, the region I determination unit 47 is first selected by the half clutch determination unit 42, and the clutch connection speed ₂ is set to the throttle opening θ by the connection speed setting unit I50. , Engine speed Ne
Is set by the map. Here, the engine speed Ne
Rapidly increases from a low state as shown in FIG. 5 (c), the clutch connection speed ₂ is initially a large value, but suddenly changes to a small value, and as a result, as shown in FIG. 5 (b). The dry clutch 3 moves quickly and smoothly in the connection direction. On the other hand, when the throttle opening θ is large, the clutch connection speed ₂ is set to be large as a whole, and accordingly, the movement of the dry clutch 3 becomes faster in response to the large rise of the engine speed Ne as shown by the broken line. .

When ₂ ≦ _2n , the region II setting section 48 is selected and the operation shifts to the half-clutch control area, and the clutch connection speed ₃ is set again by the connection speed setting section II52 using the map of the engine speed Ne and the engine speed change e. Is done. This area
In II, the power transmission starts due to the clutch engagement force, and as the primary pulley rotational speed Np on the clutch output side starts increasing as shown in FIG. 5 (c), the increase in the engine rotational speed Ne becomes gentle. Therefore, this engine speed change e
Accordingly, the clutch connection speed ₃ becomes a small value, and the dry clutch 3 moves slowly as shown in FIG.
When e ≦ 0 due to a disturbance element as shown by the dashed line, ₃
It becomes ≒ 0 and urges the engine speed Ne to rise. Also, as shown by the broken line, the engine speed Ne and the primary pulley speed Np
High, the value of clutch connection speed ₃ also increases,
The dry clutch 3 moves further in the meat direction.

Thus, even when the throttle opening θ is different between the solid line and the broken line, the meat point of Ne = Np is reached at substantially the same time, and at this time, the region III determination unit 49 is selected, and the clutch connection speed ₄ by the connection speed setting unit III53 is used. The dry clutch 3 moves further and fully engages. At this time, when a predetermined time has elapsed, the above-described start mode is cleared and the clutch engagement determination unit
43 is selected, and the dry clutch 3 is held in the engaged state by the DC motor 8.

Next, after the clutch is engaged as described above, the engine power is input to the continuously variable transmission 10 as it is, and the power that is continuously variable shifted by the shift speed control unit 30 and the line pressure control unit 31 is output to travel. I do.

It should be noted that the present invention is not limited to the above embodiment, but can be applied to hydraulic clutches and other transmissions.

〔The invention's effect〕

As described above, according to the present invention, in the start control of the dry clutch, the region I at the initial stage of the connection is established.
Since the clutch connection speed is set and controlled by the engine speed and the throttle opening, the clutch can be quickly and smoothly shifted to the vicinity of the meet in accordance with the starting intention and running resistance.

Further, in the area II of the half clutch, which affects the behavior of the vehicle, the clutch engagement speed is set and controlled by the engine speed and its change, so that the clutch moves while encouraging the engine speed to increase, and the clutch moves smoothly. Meet.

In both regions I and II, the clutch connection speed is variably controlled depending on the engine speed, so that the movement of the clutch is smooth, and the clutch meet point can be controlled to be substantially the same for large and small throttle openings.

Furthermore, since the detection of the clutch position by the clutch position sensor and the position control thereof are unnecessary,
The structure is simplified.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram showing an embodiment of a dry clutch control device according to the present invention, FIG. 2 is a block diagram of a control system, FIGS. 3 (a) and (b) are characteristic diagrams of clutch connection speed, FIG. 4 is a flowchart of the operation, and FIG. 5 is a diagram showing a state of clutch control. 3 ... dry clutch, 8 ... DC motor, 27 ... control unit, 47 ... area I determination section, 48 ... area II determination section, 49 ...
… Area III judgment unit, 50,52,53 …… Connection speed setting unit

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code Agency reference number FI Technical display F16H 59:42 59:46

Claims (5)

(57) [Claims] The starting control is divided into three areas I, II, and III from the clutch disengagement. In the area I, the clutch engagement speed is set according to the relationship between the engine speed and the throttle opening to move. In the dry clutch control, the clutch is set and moved according to the relationship between the engine speed and the change in the engine speed. apparatus. 2. The shift to the area II is performed when the clutch connection speed to the area I is lower than a predetermined value.
A control device for the dry clutch according to claim 1. 3. The dry clutch control device according to claim 1, wherein the transition to the region III is made when the clutch input / output rotational speeds coincide with each other. 4. The dry clutch control device according to claim 1, wherein the clutch connection speed in the region I is set by an increasing function with respect to the throttle opening and a decreasing function with respect to the engine speed. 5. The dry clutch control device according to claim 1, wherein the clutch connection speed in the region II is set by an increasing function with respect to the engine speed and its change.