JPH02163522A - Controller for dry clutch - Google Patents

Abstract

PURPOSE:To provide smooth clutch meeting by dividing control from clutch-off to start into regions I-III in which the clutch is moved according to the relationship between the rotational frequency of engine and the opening of throttle in the region I, according to a change in the rotational frequency in the region II and by setting predetermined clutch turning-on speed in the region III. CONSTITUTION:A control unit 27 of a dry clutch 3 divides the control from clutch turning-off to start into regions I-III, wherein the clutch is moved by a DC motor 8 with clutch tuning-on speed set according to the relationship between the rotational frequency of engine and the opening of throttle detected by sensors 22, 23 in the region I, then with the clutch turning-on speed set according to the relationship between the rotational frequency of engine and a change therein in the region II and with predetermined clutch turning-on speed in the region III to completely turn on the clutch. Thus, rapid and smooth clutch meeting can be carried out.

Description

[Detailed Description of the Invention] [Field of Industrial Application] 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, etc. Concerning the control of

[Conventional technology]

In recent years, it has been considered to use a dry type clutch in addition to the electromagnetic clutch of the torque converter 1 as a vehicle clutch, and to automatically control the connection and disconnection of this dry type clutch at the time of starting or just before stopping.

Conventionally, regarding the control of the dry clutch, there is a prior art disclosed in, for example, Japanese Unexamined Patent Application Publication No. 60-78119. Here, as the clutch connection speed pattern at the time of starting, the first
．． Second. Divided and set into the third three speed patterns,
It is shown that the clutch operation speed is determined and controlled according to this speed pattern.

[Invention or problem to be solved]

By the way, in the prior art described in Section 2, the clutch engagement speed at the time of starting is controlled only based on a preset pattern, so the running resistance at the time of starting may fluctuate, and the clutch engagement speed may vary. 1. It is not possible to appropriately deal with and control various disturbance elements that have changed over time. Therefore, the behavior of the vehicle when starting changes depending on disturbance factors, making it difficult to always perform a stable start.

The present invention has been made in view of these points.
The aim is to appropriately determine the clutch engagement speed in each of the three divided regions, deal with various disturbances, and
Clutch Me Quickly and Smoothly 1- Force <'
It is an object of the present invention to provide a control device for a dry type clutch that is capable of controlling functions.

[Means to solve the problem]

In order to achieve the above objective 1j, the dry clutch control device of the present invention performs start control from clutch disengagement to regions, n, and III.
In region I, the clutch engagement speed is set and moved based on the relationship between the engine speed and the throttle opening, and in the above region (■), the clutch connection speed is set and moved based on the relationship between the engine speed and changes in engine speed. Set the connection speed and move to "1"
In region (3), the clutch moves at a predetermined clutch connection speed and is fully engaged.

[For production]

Based on the above configuration, in the initial region (■) when the dry clutch starts, the clutch connection speed is appropriately set and moved based on the intention to start and the running resistance, and in the clutch me-1/approach area (■), the disturbance factor , the clutch is moved slowly at a clutch engagement speed that takes into account the state in which the engine speed increases by 1 due to the driving condition, and in the region (2) after Clutch Me 1, it moves quickly and becomes fully engaged.

〔Example〕

Embodiments of the present invention will be described below based on the drawings.

In Figure 1, a continuously variable transmission is combined with a dry clutch.
Regarding the drive system, it is connected to the crank 2 of the engine I or the flywheel 4 of the dry clutch 3. The dry clutch 3 has clutch plates 1 and 6 having a diaphragm spring 5 disposed opposite to each other on a flywheel 4, and an actuator, such as a DC motor 8, connected to the spring 5 via a release lever 7. DC motor 8
has a built-in brake mechanism to stop and hold the camera at a desired position by stopping the power supply, and operates the release lever 7 by converting rotation into linear displacement. Here, for example, when the DC motor 8 rotates in the normal direction and the lever 7 is operated, the flywheel 4 and the clutch plate 1-6 are mechanically engaged and connected by frictional force, and when the lever 7 is operated when the DC motor 8 rotates in the reverse direction, the flywheel 4 and the clutch plate 1-6 are mechanically engaged and connected. Disengage and disconnect. Further, when the DC motor 8 is in the forward or reverse direction, the energization is duty-controlled and the rotational speed is made variable.
The configuration is such that the speed of change in clutch position is made variable in accordance with the duty ratio.

The clutch plays 1 and 6 of the dry clutch 3 are connected to the primary shaft 11 of the continuously variable transmission 1o via the forward/reverse switching device 9.
and the primary pulley 1 of this primary shaft JI.
2 and the secondary pulley 14 of the secondary shaft 13 are wound with Peru 15. The secondary shaft 13 is connected to a differential device 17 via a reduction gear 16,
Transmission is configured from the differential device 17 to the wheels. The continuously variable transmission 10 electronically controls the line pressure of the secondary pulley 14 and the primary pressure of the primary pulley I2 using a solenoid valve, etc., to apply a pulley pressing force (=1) according to the transmitted l. The winding is configured to automatically change the speed continuously by changing the diameter ratio.

Regarding the control system, the shift position sensor 20 on the select lever side. Accelerator switch 2 on the accelerator pedal side
1. Engine speed sensor 22. Throttle opening sensor 23. Primary pulley rotation speed sensor 24. Secondary pulley rotation speed sensor 25. Furthermore, a clutch position detector 26 is provided on the motor side to detect the clutch position. Each of these signals is 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. Also,
The signals for speed change control and line pressure control from the control unit 27 are output to a hydraulic control circuit 28 to control the speed change of the continuously variable transmission 10.

The electronic control system will be described in FIG.

First, the continuously variable transmission control system includes a transmission speed control section 30 and a line pressure control section 31. The transmission speed control section 30 includes an actual transmission ratio calculation section 32 and a primary boolean rotation speed sensor 24 . The actual gear ratio i is calculated from the primary pulley rotation speed Np and the secondary pulley rotation speed Ns of the secondary pulley rotation speed sensor 25, and the target gear ratio calculation unit 33 calculates the primary pulley rotation speed Npd and the secondary pulley rotation speed Ns. 1'' pole gear ratio is is calculated. Then, the shift speed calculation unit 34 calculates the shift speed old/di based on the deviation of these actual gear ratios j, ]'polar gear ratio)s, etc.
is determined, and the corresponding duty signal is sent to the solenoid valve 3.
5 to control the actual gear ratio j to follow the target gear ratio is. The line pressure control section 31 includes a throttle opening sensor 23
The engine torque T is obtained from the throttle opening θ and the engine speed Ne from the engine speed sensor 22, and the target line pressure PLD is set using this and the actual speed ratio i.

Then, a duty signal corresponding to this target line pressure PLD is output to the solenoid valve 36 to control the line pressure according to the transmitted torque.

Next, regarding the clutch control system, the clutch disengagement determination unit 41. Half-clutch determination section 42. Clutch engagement determination section 4
It has 3. The clutch disengagement determination unit 41 determines whether the shift position of the shift position sensor 20 is parking (P) or neutral (
In the case of N), clutch release is determined when the shift position is drive (D) or reverse (R), the accelerator is off, and the speed is below a predetermined direct-coupling speed to prevent engine stalling.

The half-clutch determining section 42 determines a half-clutch state when the shift position is DR and the accelerator is ON, and the clutch disengagement determining section 4j determines a half-clutch state when the previous clutch disengagement control was performed. The clutch engagement determination unit 43 determines clutch engagement when the clutch engagement region is entered by half-clutch control, as will be described later, and when the vehicle speed is equal to or higher than the direct coupling vehicle speed in a driving state with the accelerator OFF.

The judgment result of the clutch disengagement judgment section 41 is input to the comparison control section 44, and a reverse rotation signal is outputted from the comparison control section 44 to the DC motor 8 via the drive section 45. In addition, the connection speed setting section 46
A signal indicating a predetermined clutch engagement speed white 1 is input to the drive section 45, and a duty signal corresponding to the clutch engagement speed white 1 is output to control the motor rotation speed.

For the half-clutch determination unit 42, the initial connection region ■,
Region 1 determination section 47 divided into three regions: half-clutch control region (■) and fully engaged region (■). Area ■Determination unit 48. Area■
It has a determination section 49. The region ■ determination section 47 is selected first based on the output of the half-clutch determination section 42, and the output of the region 1 determination section 47, the engine rotation speed Ne, and the throttle opening degree θ are manually input to the connection speed setting section 50. . Here area I
The clutch engagement speed S2 is an increasing function with respect to the throttle opening θ, as shown in FIG.
o is set as a decreasing function, and the larger the intention to start and the throttle opening θ, the smaller the increase in engine speed Ne by 1 due to running resistance, the larger $2 becomes.

Further, as the engine speed Ne increases, the clutch engagement speed S2 becomes significantly smaller and smoothly shifts to the region H. Then, the clutch engagement speed S2 retrieved from the map of the throttle opening θ and the engine speed Ne is inputted to the comparison control unit 44 to instruct forward rotation of the DC motor 8, and inputted to the drive unit 45 to connect the clutch. Speed $
A duty signal corresponding to 2 is output.

The area ■ determination unit 48 selects, for example, the minimum S2n in the clutch connection speed white 2 of the area ■, and selects 3 from that.
If 2 is small, the process moves to the area ■ determination unit 48, and the output of the area ■ determination unit 48, the engine rotation speed NO, and the engine rotation speed change NO calculated by the engine rotation speed change calculation unit 51 are sent to the connection speed setting unit 1152. input. Here, area I
Clutch connection speed white 3 of I corresponds to engine rotational speed change N as shown in FIG. 3(b).

When the engine speed change NO decreases due to a disturbance element, the clutch connection speed 93 is reduced to encourage an increase in the engine speed.

Further, the clutch engagement speed $3 is also set as an increasing function with respect to the engine rotational speed NO, so that it smoothly transitions to the region (3). The engine rotation speed Ne required there,
The clutch connection speed S3 retrieved from the map of the engine speed change e is manually instructed to the comparison control section 44 and the drive section 45 in the same way as described above.

The region ■ determination section 49 determines that Ne
= Np is detected, and the connection speed setting section 5
3, outputs normal motor rotation and a predetermined connection speed S4. Further, the clutch connection determination section 43 is selected after the output of the connection speed setting section 53 has elapsed for a predetermined period of time, and the comparison control section 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 using the flowchart of FIG. 4 and time chart 1 of FIG. 5.

First, when the vehicle is stopped and the accelerator is OFF even in the N and P shift positions, or in the R and R shift positions, the clutch disengagement determination unit 41 is selected. Therefore, the DC motor 8 is driven in reverse at a predetermined speed by the comparison control section 44 and the connection speed setting 46, whereby the dry clutch 3 returns to the connection start position and maintains the clutch released state.

Next, after the clutch disengagement control described above, when the accelerator is turned on at the R shift position, the half-clutch determining section 42 first selects the area (3) determining section 47, and then the connection speed setting section 150
The clutch engagement speed S2 is set by a map of the throttle opening θ and the engine rotational speed Ne. Here, since the engine speed Ne suddenly increases from a low state as shown in FIG. @5 As shown in Figure (b), the dry clutch 3 moves quickly and smoothly in the connecting direction. On the other hand, when the thrower I/le opening degree θ is large, the clutch connection speed hole 2 is set to be large overall, and therefore, as shown by the broken line, the dry clutch 3 is It also moves faster.

Then, S2≦S2. , the region ■ setting section 48 is selected and the transition is made to the half-clutch control region, and the clutch engagement speed $3 is set to the engine rotation speed Nc in the engagement speed setting section ll52.
, is set again based on the engine speed reduction Me map. In this region, power transmission begins due to the clutch engagement force, and as shown in Fig. 5(e), the primary pulley rotation speed Np on the clutch output side starts to increase, and the engine rotation speed Ne gradually increases by 1. become. Therefore, in response to this engine rotational speed change f-JO, the clutch engagement speed S3 becomes a small value, and the dry clutch 3 changes as shown in FIG.
)), and when Me≦0 due to the disturbance element as shown by the - dotted chain line, the value becomes 0, prompting the engine speed Ne to increase by 1. Also, as shown by the broken line, when the engine speed NO and the primary pulley speed Np are high, the value of the clutch connection speed S3 also becomes large, and the dry clutch 3
moves further towards the meat.

In this way, even when the throttle opening degree θ is different between the solid line and the broken line, the Ne-Np Me 1-point is reached at the road interval.
At this time, the area (2) determination section 49 is selected, and the dry clutch 3 is further moved and completely engaged due to the clutch connection speed $4 set by the connection speed setting section I]I53. At this time, when a predetermined period of time has elapsed, the above-mentioned start mode is cleared, the clutch engagement determination section 43 is selected, and the dry clutch 3 is maintained in an engaged state by the DC motor 8.

Next, after the clutch is engaged as described above, the engine power is directly input to the continuously variable transmission 10, and the power continuously variable by the speed change control section 30 and line pressure control section 31 is output to drive the vehicle. do.

Note that the present invention is not limited to the above-mentioned embodiments, but can also be applied to hydraulic clutches and other transmissions.

〔Effect of the invention〕

As described above, according to the present invention, in dry clutch start control, the clutch engagement speed is set and controlled based on the engine speed and throttle opening in region I at the initial engagement stage, so that the starting intention and The clutch can be quickly and smoothly shifted to near I in response to running resistance.

Furthermore, in the half-clutch area that affects vehicle behavior, the clutch engagement speed is set and controlled by the engine speed and its changes, so the clutch moves smoothly without increasing the engine speed. Get a clutch meetshi.

Also, area 1. In II, the clutch engagement speed is variably controlled depending on the engine speed, so the clutch moves smoothly and the throttle opening is large.

It is possible to control the clutch meet point to be between the road and the road.

Furthermore, since detection of the clutch position by a clutch position sensor and position control thereof are not required, the structure is simplified.

[Brief explanation of the drawing]

Fig. 1 is an overall configuration diagram showing an embodiment of the dry clutch control device of the present invention, Fig. 2 is a block diagram of the control system, Figs. 3(a) and (b) are characteristic diagrams of clutch engagement speed, FIG. 4 is a flowchart of the operation, and FIG. 5 is a diagram showing the state of clutch control.

Claims (5)

[Claims] (1) Starting control from clutch disengagement to areas I, II, III
In the above region I, the clutch connection speed is set according to the relationship between the engine speed and the throttle opening, and in the above region I
In region I, the clutch engagement speed is set according to the relationship between the engine speed and the change in the engine speed, and in region III, the clutch is moved at a predetermined clutch engagement speed for full engagement. Control device. (2) The control device for a dry clutch according to claim (1), wherein the transition to the region II occurs when the clutch connection speed to the region I is equal to or less than a predetermined value. (3) The control device for a dry clutch according to claim (1), wherein the transition to the region III occurs when the clutch input and output rotational speeds match. (4) The dry clutch control device according to claim 1, wherein the clutch engagement speed in the region I is set as 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 engagement speed in the region II is set as an increasing function with respect to the engine speed and changes thereof.