JP4272436B2 - Transmission clutch control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a clutch control device for a transmission.
[0002]
[Prior art]
As a transmission control device, more specifically, as a clutch control device that is disposed between an internal combustion engine (drive source) of a vehicle and a transmission and transmits an output of the internal combustion engine to the transmission, the following Patent Document 1 is disclosed. Can be proposed.
[0003]
[Patent Document 1]
JP-A-11-132262 (paragraphs 0014 to 0042 and FIG. 2 etc.)
[0004]
This prior art includes a clutch (mechanical friction clutch or dry single-plate clutch) disposed between an internal combustion engine (drive source) and a transmission (CVT) of a vehicle, and an actuator (pulse motor) that disconnects the clutch. The present invention relates to clutch control of a provided transmission. In the clutch control, first, the target clutch torque to be transmitted by the clutch is determined based on the engine speed and the transmission input speed, and the operation amount (control signal) of the actuator is determined based on the determined target clutch torque. It is determined.
[0005]
On the other hand, when the target engine speed is determined from the detected engine speed and the throttle opening (engine load) and compared with the detected engine speed, and the detected engine speed falls below the target engine speed, While the clutch is moved in the disengagement (disengagement) direction, if not, the correction value is calculated so as to be moved in the engagement direction, and the operation amount is corrected by adding to or subtracting from the operation amount described above. The actuator is driven based on the corrected operation amount, the clutch is operated, and transmission of the output of the internal combustion engine to the transmission is controlled.
[0006]
[Problems to be solved by the invention]
Thus, in the above-described prior art, the target engine speed is determined from the detected engine speed and throttle opening (engine load), in other words, the value determined from the two engine operating parameters is used as it is, Since the target clutch torque is corrected so that the clutch is opened and closed according to the target engine speed and the detected engine speed, the target engine speed determined according to the change in those parameters also varies. As a result, it is not possible to sufficiently prevent the engine speed from being increased, and it has not always been possible to realize a smooth shift in the clutch control. Such inconvenience is particularly noticeable in clutch control when the vehicle starts.
[0007]
Accordingly, the object of the present invention is to eliminate the above-mentioned disadvantages, suppress fluctuations in the engine speed as much as possible, and thus sufficiently avoid the engine speed and so on and smoothly perform clutch control at the time of start of the vehicle. It is an object of the present invention to provide a clutch control device for a transmission that realizes starting.
[0008]
[Means for Solving the Problems]
In order to achieve the above-described object, according to claim 1, a clutch control device for a transmission mounted on a vehicle, which is disposed between the drive source of the vehicle and the transmission, A clutch for transmitting an output to the transmission; an actuator for operating the clutch to cut off transmission of the output of the driving source to the transmission when connected to and driven by the clutch; and a rotational speed of the driving source Drive source rotational speed detection means for detecting the target clutch torque calculation means for calculating the target clutch torque to be transmitted by the clutch, target drive source rotational speed determination means for determining the target rotational speed of the drive source, the detected Clutch adjustment torque calculation means for calculating the adjustment torque of the clutch so that the drive source rotation speed becomes the determined target drive source rotation speed, and the calculated target Latch torque Calculated above Adjustment torque Sum obtained by adding In the start control device for a transmission comprising an actuator driving means for driving the actuator based on the calculated driving amount, the target drive source rotational speed determining means includes the vehicle The target idle speed at the start of the vehicle and the detected drive source speed Noisy An initial value setting means for setting a deviation as an initial value of the target drive source rotational speed, and a drive source rotational speed when a drive source torque determined in accordance with a load of the drive source matches the target clutch torque. The upper limit is configured to include target drive source rotational speed correction means for increasing or decreasing the target drive source rotational speed based on the detected load of the drive source in accordance with the detected increase or decrease of the drive source rotational speed.
[0009]
Target idle speed at start of vehicle start and detected drive source speed Noisy The deviation is set as the initial value of the target drive source rotational speed, and the detected drive with the drive source rotational speed when the drive source torque determined according to the load of the drive source matches the target clutch torque as the upper limit. Since the target drive source rotational speed is corrected to increase / decrease based on the load of the drive source according to the increase / decrease change of the source rotational speed, the fluctuation of the drive source rotational speed, that is, the engine rotational speed is suppressed as much as possible. Smooth start can be realized in the clutch control at the time of start of the vehicle by sufficiently avoiding the engine speed increase.
[0010]
According to a second aspect of the present invention, the target clutch torque calculating means is configured to calculate the target clutch torque based on the detected drive source rotational speed.
[0011]
Since the target clutch torque is calculated based on the detected drive source rotational speed, the target clutch torque can be appropriately calculated regardless of changes in the ambient temperature, the friction coefficient of the clutch, and the like.
[0012]
According to a third aspect of the present invention, the target drive source rotational speed correction means increases the target drive source rotational speed and corrects the increase when the detected drive source rotational speed changes in an increasing direction. The amount is configured to increase as the load of the drive source increases.
[0013]
Since the initial value is increased and corrected when the detected number of rotations of the drive source increases, the amount of increase correction is increased as the load on the drive source increases. Since the target rotation speed can be increased as the amount of depression of the accelerator pedal is increased, the intention can be better met when the driver desires a sudden start while suppressing fluctuations in the drive source rotation speed.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
A transmission clutch control apparatus according to one embodiment of the present invention will be described below with reference to the accompanying drawings.
[0015]
FIG. 1 is a schematic view generally showing a clutch control device for a transmission according to one embodiment.
[0016]
In the following, in the figure, reference numeral 10 denotes a transmission. The transmission 10 is a so-called manual transmission and is not shown in detail, but is composed of a transmission with a constantly meshing synchromesh (synchronous meshing) mechanism, and as is well known, a main shaft and a counter are included therein. A plurality of gears are arranged between the shafts, and any one of the gears is meshed via a shift fork so that any one of the 6 forward gears (6th speed) and the 1 reverse gear (1st speed) can be obtained. Established.
[0017]
The transmission 10 is connected to a four-cycle DOHC type spark ignition gasoline internal combustion engine (hereinafter referred to as “engine”, which corresponds to the drive source described above) 14 via a clutch 12. The clutch 12 is a mechanical friction clutch (dry single plate clutch).
[0018]
As shown in FIG. 2, the clutch 12 includes a flywheel 12a, a clutch cover 12b, and a pressure plate 12c on the drive side, and a clutch disk 12d on the driven side. The pressure plate 12 c transmits the output of the engine 14 to the transmission 10 by causing the clutch disk 12 d to be pressed against the flywheel 12 a by the sling force of the spring (diaphragm type) 12 e.
[0019]
When the clutch 12 is pressed by the release fork 12f, the clutch 12 is separated from the flywheel 12a and the transmission of the output of the engine 14 to the transmission 10 is cut off.
[0020]
A hydraulic clutch actuator (actuator) 16 is connected to the release fork 12 f of the clutch 12. The hydraulic pressure supply to the clutch actuator 16 is controlled by a flow rate control valve 20 with an electromagnetic solenoid, and an oil amount corresponding to the position of the spool 20a that moves according to the energization amount supplied by a known PWM method is supplied. The piston of the clutch actuator 16 moves in the axial direction in the drawing with a stroke (displacement amount) proportional to the amount of oil supplied, and presses the release fork 12f, thereby pressing the pressure plate 12c.
[0021]
In the clutch 12, when the pressure plate 12c is pressed, the pressure plate 12c is separated from the flywheel 12a, and transmission of the output of the engine 14 to the transmission 10 is interrupted.
[0022]
Note that the position of the clutch actuator 16 is a so-called “half-clutch”, and that the output of the engine 14 is partially transmitted to the transmission 10 is not different from the case of a normal manual transmission by the driver's operation of the clutch pedal. .
[0023]
Returning to the description of FIG. 1, a shift / select actuator 22 is connected to the transmission 10. Although not shown in detail, the shift / select actuator 22 includes a plurality of shift fork shafts and shift forks fixed thereto.
[0024]
The operation of the shift / select actuator 22 is controlled by a similar electromagnetic solenoid valve (not shown), and the shift fork shaft is moved in the axial direction and in a direction perpendicular thereto so as to establish a target gear. Drive.
[0025]
A floor shift mechanism 24 schematically shown in FIG. 1 is provided in the vicinity of a vehicle driver's seat (not shown), and the shift lever 24a is moved from the R (reverse (reverse)) or N (neutral) position by the driver's operation. When it is moved to the M (manual) position, the manual transmission mode is selected, and when it is moved to the D (drive) position, the automatic transmission mode is selected.
[0026]
The position of the shift lever 24 a is detected by a shift lever position switch (not shown), and the detected value is sent to the shift controller 26. The shift controller 26 includes a microcomputer, and includes a CPU, ROM, RAM, input / output circuits, and a counter (all not shown).
[0027]
In the shift controller 26, when the shift lever 24a is moved to the M position and then operated in the plus direction or the minus direction, the CPU recognizes that an upshift or downshift instruction has been made, and the electromagnetic solenoid of the shift / select actuator 22 is recognized. And the shift fork shaft and the shift fork are moved to drive the shift / select actuator 22 so that an arbitrary gear different from the currently engaged gear is established. Further, the CPU energizes the electromagnetic solenoid of the flow control valve 20 described above to drive the clutch actuator 16 and activates the clutch 12 to cut off the transmission of the engine output to the transmission 10, and as will be described later. The clutch actuator 16 is driven so that the clutch 12 transmits the engine output to the transmission 10.
[0028]
When the shift lever 24a is moved to the D position and the automatic transmission mode is selected, the CPU in the shift controller 26 reads the ROM from the vehicle speed and the throttle opening (accelerator opening) as in the normal automatic transmission control. The shift scheduling map stored therein is searched to determine the gear, and the shift / select actuator 22 is driven so that the gear is established.
[0029]
The output of the transmission 10 is transmitted to the drive wheels 30 through a differential and a drive shaft (both not shown), and the drive wheels 30 are rotated. The transmission 10 is mounted on a vehicle partially indicated by an engine 14, drive wheels 30, and the like.
[0030]
In the transmission clutch control apparatus shown in FIG. 1, an engine controller 32 is provided separately from the shift controller 26. The engine controller 32 is also a microcomputer, and includes a CPU, ROM, RAM, input / output circuits, and a counter (all not shown).
[0031]
In the engine 14, an ETC (Electronic Throttle Controller) 36 is connected to a throttle valve 34 disposed in the intake system. The ETC 36 includes an actuator such as a DC motor and its drive circuit. The actuator is provided with a throttle opening sensor 40 and outputs a signal indicating the throttle opening TH obtained through the position of the actuator.
[0032]
A crank angle sensor 42 is disposed in the vicinity of the crankshaft (not shown) of the engine 14, outputs a cylinder discrimination signal, and a TDC signal indicating a crank angle related to TDC (top dead center) of each cylinder; A crank angle signal obtained by subdividing it is output. Further, a water temperature sensor 44 is disposed in the vicinity of a cooling water passage (not shown) of the engine 14 and outputs a signal corresponding to the cooling water temperature TW of the engine 14.
[0033]
An accelerator opening sensor 50 is disposed in the vicinity of the accelerator pedal 46 disposed on the floor surface of the vehicle driver's seat, and outputs a signal corresponding to the depression amount (accelerator opening) AP of the accelerator pedal 46. In the configuration shown in the figure, the clutch pedal is removed because the clutch actuator 16 is provided.
[0034]
A vehicle speed sensor 52 is disposed in the vicinity of the drive shaft and outputs a signal every predetermined rotation of the drive shaft.
[0035]
The engine controller 32 receives the outputs of the crank angle sensor 42 and the vehicle speed sensor 52 and counts them with the counter described above to detect the engine speed NE and the vehicle speed V, and detects them through the detected engine speed NE and an absolute pressure sensor (not shown). The fuel injection, ignition timing, and the like of the engine 14 are controlled based on the absolute pressure (engine load) in the intake pipe. Further, the engine controller 32 inputs the output of the accelerator opening sensor 50 to detect the accelerator opening AP, drives the throttle valve 34 via the ETC 36 according to the detected accelerator opening AP, and sets the throttle opening TH. Control.
[0036]
The engine controller 32 and the shift controller 26 are configured to communicate with each other, and the shift controller 26 inputs the engine speed NE, the vehicle speed V, the cooling water temperature TW, the accelerator opening AP, and the throttle opening TH from the engine controller 32. .
[0037]
A main shaft rotation speed sensor 54 is disposed near the main shaft of the transmission 10, and outputs a signal corresponding to the rotation speed MS of the main shaft and sends it to the shift controller 26.
[0038]
The hydraulic power unit 56 shown in FIG. 1 is a unit that supplies hydraulic fluid pumped from a reservoir by a gear pump driven by a DC motor (not shown), and is provided at an appropriate position in the hydraulic path. The flow control valve 20 with an electromagnetic solenoid of the clutch actuator 16 shown in FIG. 2 is disposed, and the same type of control valve of the shift / select actuator 22 is disposed.
[0039]
As shown in FIG. 2, a clutch position sensor 60 is disposed in the vicinity of the clutch actuator 16, and a signal corresponding to the stroke (displacement amount) of the clutch actuator 16 is output and sent to the shift controller 26.
[0040]
Next, the operation of the transmission clutch control apparatus according to this embodiment will be described. The operation of this clutch control device is mainly clutch control when the vehicle starts.
[0041]
FIG. 3 is a flowchart showing the operation. The illustrated program is executed by the shift controller 26 every 10 msec.
[0042]
In the following, it is determined whether or not the accelerator opening AP detected in S10 is greater than or equal to a predetermined value. The predetermined value is a minute opening of, for example, about 1 degree when the throttle opening degree TH is 80 degrees. Accordingly, in S10, it is determined whether or not the accelerator pedal 46 is depressed by an amount corresponding to the throttle opening TH.
[0043]
When the result in S10 is negative, the program proceeds to S12, in which the flag Launch. Reset the Phase bit to 0. Resetting this flag to 0 means that clutch control (to be described later) is not performed or clutch control is terminated.
[0044]
On the other hand, when the result in S10 is affirmative, the routine proceeds to S14, where it is determined whether or not the difference between the detected engine speed NE and the main shaft speed NM is equal to or greater than a predetermined value. This predetermined value is a rotation speed sufficient to determine that the difference between the rotation engine rotation speed NE and the main shaft rotation speed NM has decreased, and is set to 50 rpm, for example.
[0045]
When the result in S14 is affirmative, the program proceeds to S16, in which it is determined whether or not the flag bit is set to 1. Since the bit of this flag is reset to 0 in S12, the determination in S16 is generally denied and the process proceeds to S18, and the bit of this flag is set to 1. Setting the bit of this flag to 1 means that clutch control described later is executed.
[0046]
Next, in S20, the target engine speed when the engine 14 is idle, that is, the target engine speed NEIDL is set to the target engine speed trg. It is set as ne (the target idle speed at the start of the start of the vehicle), in other words, the initial value thereof. The target engine speed NEIDL when the engine 14 is idle is variably set according to the coolant temperature TW. Further, the detected engine speed NE may be used instead of the target idle speed NEIDL.
[0047]
Next, in S22, the clutch torque Tcl corresponding to the detected engine speed NE, more specifically, the target clutch torque Tcl to be transmitted by the clutch 12 is calculated. This is performed by searching a table preset with the detected engine speed NE.
[0048]
FIG. 4 shows the characteristics of the table. As illustrated, the target clutch torque Tcl is set to increase as the engine speed NE increases.
[0049]
Next, in S24, it is determined whether or not ΔAP is 0 (or almost 0). ΔAP indicates a time change rate of the accelerator opening AP, and is obtained by obtaining and determining a difference between the detected accelerator opening AP between the previous execution and the current execution of the program of the flowchart of FIG. That is, in this step, it is determined whether or not the depression of the accelerator pedal 46 is constant. Here, determining whether or not ΔAP is 0 includes determining whether or not ΔAP is almost 0 in addition to the case where ΔAP is strictly 0.
[0050]
When the result in S24 is affirmative, the program proceeds to S26, in which the target engine speed trg. Fix ne. That is, the target engine speed trg. An increment to be added to ne (described later) is set to zero.
[0051]
On the other hand, when the result in S24 is negative, the program proceeds to S28, in which it is determined whether or not the detected engine speed NE is increasing. When the result is affirmative, the program proceeds to S30, in which the target engine speed trg. ne increment trg. ne. inc is calculated, and the process proceeds to S32 and the calculated increment is added to increase the target engine speed. The increment value is calculated by searching a table preset with the accelerator opening AP.
[0052]
FIG. 5 shows the characteristics of the table. As shown, the increment trg. ne. The inc is set to increase as the accelerator opening AP increases. The accelerator opening AP is indicated by a throttle opening. When there is no corresponding accelerator opening AP, linear interpolation is performed and then rounded off to calculate the increment.
[0053]
On the other hand, when the result in S28 is negative, the program proceeds to S34, in which the target engine speed trg. ne decrease (decrease) trg. ne. Dec is calculated, and the process proceeds to S36 where the calculated decrease is subtracted to decrease and correct the target engine speed. The decrement value is calculated by searching a table preset with the accelerator opening AP.
[0054]
FIG. 6 shows the characteristics of the table. As shown, the reduced trg. ne. Dec is also set to increase as the accelerator pedal opening AP increases. The accelerator opening AP is indicated by the throttle opening, and when there is no corresponding accelerator opening AP, linear interpolation is performed and then rounded off to calculate the decrement, as in the case of the increment calculation.
[0055]
In this way, the target engine speed trg. The initial value of ne is set, and the initial value is corrected to increase or decrease based on the load (accelerator opening AP) of the engine 14 according to the detected increase or decrease of the engine speed NE.
[0056]
Next, in S38, the target engine speed trg. The upper limit value max. trg. ne is calculated. Similarly, this is performed by searching a table preset with the accelerator opening AP. FIG. 7 shows the characteristics of the table. As shown, the upper limit value max. trg. ne is also set to increase as the accelerator pedal opening AP increases. The accelerator opening AP is indicated by the throttle opening, and when there is no corresponding accelerator opening AP, linear interpolation is performed and then rounded off to calculate the increment is determined by the target engine speed trg. This is the same as the calculation of the increment of ne.
[0057]
FIG. 8 is a block diagram functionally showing the clutch control of the flowchart of FIG. 3 when the processing of S38 is executed. In this control, as shown in the figure, the target clutch torque Tcl corresponding to the detected engine speed NE is given as a basic value, in other words, a feed forward (F / F) amount, and the accelerator The target engine speed trg. With the target idle speed NEIDL as an initial value based on the opening degree AP (engine load). Ne was given.
[0058]
Here, when the accelerator pedal 46 is depressed by the driver at, for example, 20 degrees (in terms of throttle opening) and then kept constant, as shown in FIG. 9, the clutch torque corresponding to NE, that is, the target Assuming that the clutch torque Tcl is calculated in an increasing direction (upward to the right in the figure) according to the engine speed NE, the engine speed NE is a partial torque equivalent to 20 degrees at the throttle opening (depending on the throttle opening). The engine speed does not necessarily converge to the engine speed when the target clutch torque Tcl matches.
[0059]
Actually, the engine speed NE tends to change with a slight increase, and therefore the engine speed often exceeds the engine speed when the engine speed matches. That is, the engine torque is determined by the driver's depression of the accelerator pedal, and increases according to the difference with the clutch torque. The response is slower than the engine torque change corresponding to.
[0060]
Therefore, in this control, the clutch torque corresponding to the engine speed that is relatively gentle in response is given as a feedforward amount, while the load of the engine 14 (this value is set so that the engine speed does not exceed the matching value). In the embodiment, indicated by the accelerator pedal opening AP), the engine speed when the engine torque determined according to the target clutch torque Tcl is the upper limit, and the accelerator is increased according to the detected increase or decrease of the engine speed NE. Based on the opening degree (engine load) AP, the target engine speed trg. The initial value of ne is incremented by trg. ne. inc and decrement trg. ne. Dec / decrease correction at dec and, as will be described later, the detected engine speed NE is converted to the target engine speed trg. feedback (F / B) control so as to converge to ne, and the engagement amount (adjustment torque) PID. cl. pos was calculated.
[0061]
Thus, the upper limit value max. Of the target engine speed calculated in S38. trg. As shown in FIG. 9, ne represents the engine speed at the intersection (indicated by an asterisk) between the target clutch torque Tcl (clutch torque according to NE) and engine torque (engine torque according to throttle (TH) opening). means.
[0062]
Returning to the description of the flow chart of FIG. 3, the process proceeds to S40, where the target engine speed trg. ne is the target engine speed upper limit max. trg. It is determined whether or not ne is exceeded. If the determination is affirmative, the process proceeds to S42 and is corrected to the upper limit value.
[0063]
Subsequently, the process proceeds to S44, in which the detected engine speed NE is set to the target engine speed trg. ne, the engagement amount (adjustment torque) PID. of the clutch 12 using the PID control law so as to converge to ne. cl. Calculate pos.
[0064]
FIG. 10 is a subroutine flow chart showing the processing.
[0065]
In the following, the target engine speed trg. The deviation Ndiff is calculated by subtracting the detected engine speed NE from ne, and the process proceeds to S102, where the coefficient I is calculated from the deviation Ndiff. This is done by searching a table preset with the deviation Ndiff.
[0066]
FIG. 11 shows the characteristics of the table. As shown in the figure, the coefficient I is set to decrease as it increases, particularly when the deviation is a positive value. When there is no corresponding value, linear interpolation is performed and then rounded off.
[0067]
Next, the process proceeds to S104, where the product obtained by multiplying the calculated coefficient I by another coefficient KI is added to the deviation Ndiff, and the I (integral) term I.I. Item is calculated. The coefficient KI is a coefficient for converting the engine speed to clutch torque.
[0068]
Next, the process proceeds to S106, and the coefficient P is calculated by searching the table showing the characteristics in FIG. 12 with the deviation Ndiff. As shown in the figure, the coefficient P is also set so as to decrease as it increases when the deviation is particularly positive. The coefficient P may be set so as to increase when the deviation is a positive value and decrease when the deviation is a negative value.
[0069]
Next, in S108, the product obtained by multiplying the calculated coefficient P by another coefficient KP is added to the deviation Ndiff, and the P (proportional) term P.P. Item is calculated. The coefficient KP is also a coefficient for converting the engine speed to the clutch torque.
[0070]
Next, the process proceeds to S110, and the coefficient D is calculated by searching the table showing the characteristics in FIG. 13 with the deviation Ndiff. As illustrated, the coefficient D is set so as to increase as the deviation increases both positive and negative. Next, in S112, a difference value dNdiff between the current execution time and the previous execution time of the deviation Ndiff in the flowchart of FIG. 10 is calculated. In the figure, n represents a discrete system sample time.
[0071]
Next, in S114, the product obtained by multiplying the calculated coefficient D by another coefficient KD is added to the difference value dNdiff of the deviation, and the D (differential) term D.D. Item is calculated. The coefficient KD is also a coefficient for converting the engine speed to the clutch torque.
[0072]
Next, in S116, the I term and the like are added to calculate the feedback correction coefficient PID, and in S118, the calculated correction coefficient PID is added to add the clutch engagement amount (adjustment torque) PID. cl. Calculate pos.
[0073]
Returning to the flowchart of FIG. cl. pos is added, and the sum obtained is added to the final target clutch torque trg. cl. Let it be trq.
[0074]
Next, in S48, the final target clutch torque trg. cl. trq to the target clutch position (target stroke of the clutch actuator 16) trg. cl. Calculate pos.
[0075]
Next, in S50, PID control is performed so that the detected stroke of the clutch actuator 16 becomes the target stroke.
[0076]
Referring to FIG. 2, the operation amount is multiplied by the cross-sectional area of the piston of the clutch actuator 16 to convert the volume into a volume. The target flow rate of the required hydraulic fluid is calculated according to the characteristics that 1A is held and 1A or higher is supplied from 2A, and is given as a target current value for energization feedback control of the flow control valve 20.
[0077]
In energization feedback control, feedback control is executed by performing PWM using a PI control law so that the current voltage-converted by the shunt resistance of the electromagnetic solenoid of the flow control valve 20 matches the target current.
[0078]
When the result in S14 is negative, the program proceeds to S52 and complete fastening control is executed. Since a shock occurs when the engine speed NE and the transmission input speed NM are suddenly matched, the engagement is performed so as not to give the driver an unpleasant feeling.
[0079]
As described above, at least one of the target idle speed NEIDL at the start of vehicle start and the detected engine speed NE, more specifically, the target idle speed NEIDL is set to the target engine speed trg. ne as an initial value, and the engine speed max. when the engine torque determined according to the load of the engine 14 matches the target clutch torque. trg. ne as the upper limit, and the target engine speed trg. Since ne is increased or decreased, fluctuations in the engine speed are suppressed as much as possible, so that the engine speed can be sufficiently avoided to achieve smooth start in clutch control when the vehicle starts. be able to.
[0080]
Further, since the target clutch torque is calculated based on the detected engine speed, the target clutch torque can be appropriately calculated regardless of changes in the ambient temperature, the friction coefficient of the clutch 12, and the like. . Further, when the detected engine speed NE changes in the increasing direction, the target engine speed trg. Since ne is increased and the amount of increase correction is increased as the engine load increases, the target rotational speed can be increased as the engine load increases, that is, as the depression amount of the accelerator pedal 46 increases. Therefore, it is possible to meet the intention well when the driver wants to start suddenly while suppressing fluctuations in the engine speed.
[0081]
As described above, in this embodiment, the clutch control device for the transmission 10 mounted on the vehicle is disposed between the drive source (engine 14) of the vehicle and the transmission. A clutch 12 for transmitting an output to the transmission; an actuator (clutch actuator 16) for operating the clutch to interrupt transmission of the output of the drive source to the transmission when connected to the clutch and driven; Drive source rotational speed detection means (engine controller 32, crank angle sensor 42) for detecting the rotational speed of the drive source (engine rotational speed NE), target clutch torque calculation means for calculating target clutch torque Tcl to be transmitted by the clutch (Shift controller 26, S22), determines the target engine speed (target engine speed trg.ne) of the drive source. Target drive source rotation speed determining means (shift controller 26, S20), the so detected drive source rotation speed becomes the target drive source rotational speed that is the determined adjustment torque PID of the clutch. cl. Clutch adjustment torque calculation means (shift controller 26, S44, S100 to S118) for calculating pos, and the calculated target clutch torque Tcl Calculated above Adjustment torque PID. cl. pos (The final target clutch torque trg.cl.trq) In the start control device for a transmission comprising actuator drive means (shift controllers 26, S46 to S50) for driving the actuator based on the calculated drive amount and driving the actuator based on the calculated drive amount, the target drive The source rotation speed determination means includes a target idle rotation speed NEIDL at the start of start of the vehicle and the detected drive source rotation speed (engine rotation speed NE). Noisy An initial value setting means (shift controller 26.S20) for setting a deviation as an initial value of the target drive source rotational speed, and a drive source torque determined according to the load of the drive source coincides with the target clutch torque. Target drive speed for increasing / decreasing the target drive source speed based on the load (accelerator opening AP) of the drive source according to the detected increase / decrease change in the drive source speed Source rotation speed correcting means (shift controller 26, S28 to S42) is provided.
[0082]
Further, the target clutch torque calculating means is configured to calculate the target clutch torque based on the detected drive source rotational speed (engine rotational speed NE).
[0083]
Further, the target drive source rotational speed correction means increases and corrects the target drive source rotational speed when the detected drive source rotational speed changes in the increasing direction, and sets the amount of the increase correction to the load of the drive source. It is configured to increase as shift increases (shift controller 26, S28 to S32).
[0084]
In the above description, the engine (internal combustion engine) is used as a drive source, but an electric motor may be used. This is the reason why the expression “driving source” is used in claim 1 and the like.
[0085]
【The invention's effect】
According to claim 1, the target idle speed at the start of vehicle start and the detected drive source speed Noisy The deviation is set as the initial value of the target drive source rotational speed, and the detected drive with the drive source rotational speed when the drive source torque determined according to the load of the drive source matches the target clutch torque as the upper limit. Since the target drive source rotational speed is corrected to increase / decrease based on the load of the drive source according to the increase / decrease change of the source rotational speed, the fluctuation of the drive source rotational speed, that is, the engine rotational speed is suppressed as much as possible. Smooth start can be realized in the clutch control at the time of start of the vehicle by sufficiently avoiding the engine speed increase.
[0086]
According to the second aspect of the present invention, the target clutch torque is calculated based on the detected drive source rotational speed. Therefore, the target clutch torque is set regardless of changes in the ambient temperature, the friction coefficient of the clutch, and the like. It can be calculated appropriately.
[0087]
According to the third aspect of the present invention, since the initial value is increased and corrected when the detected drive source rotational speed increases, the amount of increase correction is increased as the load of the drive source increases. The target speed can be increased as the load of the engine increases, specifically, the greater the amount of depression of the accelerator pedal, so when the driver wants to start suddenly while suppressing fluctuations in the drive source speed, etc. You can follow that intention well.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing the overall clutch control apparatus for a transmission according to an embodiment of the present invention.
FIG. 2 is an explanatory view showing in detail the structure of the clutch actuator shown in FIG. 1;
FIG. 3 is a flowchart showing the operation of the apparatus shown in FIG. 1;
FIG. 4 is a graph showing a table characteristic of a target clutch torque Tcl searched from the engine speed NE, calculated by the processing of the flowchart of FIG. 3;
FIG. 5 is a graph showing a table characteristic of increments of the target engine speed searched from the accelerator opening AP calculated by the processing of the flow chart of FIG. 3;
6 is a graph showing a table characteristic for decrementing the target engine speed searched from the accelerator opening AP, calculated by the processing of the flow chart of FIG. 3;
7 is an upper limit value max. Of the target engine speed searched from the accelerator opening AP, which is calculated by the processing of the flow chart of FIG. trg. It is a graph which shows the table characteristic of ne.
FIG. 8 is a block diagram functionally showing clutch control in the flowchart of FIG. 3;
9 is the same as FIG. 7, and the upper limit value max. Of the target engine speed calculated by the processing of the flow chart of FIG. trg. It is a graph explaining ne.
10 is a subroutine flow chart showing a process of calculating a clutch engagement amount (adjustment torque) in the flowchart of FIG. 3;
FIG. 11 is an explanatory diagram showing a table characteristic of a coefficient I calculated by the processing of the flowchart of FIG.
12 is an explanatory diagram showing a table characteristic of a coefficient P calculated by the processing of the flowchart of FIG.
13 is an explanatory diagram showing a table characteristic of the coefficient D calculated in the same way as the process of the flowchart of FIG. 10;
[Explanation of symbols]
10 Transmission
12 Clutch
14 Internal combustion engine (engine, drive source)
16 Clutch actuator
22 Shift / Select actuator
26 Shift controller
32 Engine controller
46 Accelerator pedal

Claims (3)

A clutch control device for a transmission mounted on a vehicle,
a. A clutch that is disposed between the drive source of the vehicle and the transmission, and that transmits the output of the drive source to the transmission;
b. An actuator that, when connected to and driven by the clutch, operates the clutch to cut off transmission of the output of the drive source to the transmission;
c. Drive source rotation speed detection means for detecting the rotation speed of the drive source;
d. Target clutch torque calculating means for calculating a target clutch torque to be transmitted by the clutch;
e. Target drive source rotational speed determining means for determining a target rotational speed of the drive source;
f. Clutch adjustment torque calculating means for calculating an adjustment torque of the clutch such that the detected drive source rotation speed becomes the determined target drive source rotation speed;
And g. An actuator driving means for calculating a driving amount of the actuator based on a sum obtained by adding the calculated adjustment torque to the calculated target clutch torque , and driving the actuator based on the calculated driving amount;
In the transmission start control device comprising: the target drive source rotational speed determination means,
h. Initial value setting means for setting a target idle speed and the detected drive source rotation speed Neu either the beginning start of the vehicle as an initial value of the target driving source speed
And i. The drive source torque determined according to the load of the drive source coincides with the target clutch torque, with the drive source rotation speed being the upper limit, and according to the detected change in the drive source rotation speed, Target drive source rotational speed correction means for increasing or decreasing the target drive source rotational speed based on a load;
A clutch control device for a transmission, comprising:   2. The clutch control device for a transmission according to claim 1, wherein the target clutch torque calculating means calculates the target clutch torque based on the detected drive source rotational speed.   The target drive source rotational speed correction means increases the target drive source rotational speed when the detected drive source rotational speed changes in the increasing direction, and the load of the drive source increases the amount of the increase correction. The clutch control device for a transmission according to claim 1 or 2, wherein the clutch control device is made larger as the transmission becomes larger.

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