JPH02225829A - Control device of clutch for vehicle - Google Patents

Abstract

PURPOSE:To quicken starting and to enable sporty driving by correcting clutch engaging speed at least in the half clutch state increasingly than normal driving at the time of starting in the power driving state of an automatic transmission. CONSTITUTION:When an accelerator is turned on at the shift position of D, Ds or R after a clutch is disengaged, a semi-engaged clutch judgement part 42 first selects a zone I judgement part 47, and a clutch engaging speed S2 is set from maps of a throttle opening degree theta and an engine revolution number Ne in an engaging speed setting part 50. When S2 falls below a predetermined value accompanying rise of Ne, a zone II setting part 48 is selected and moved to a semi-engaged clutch control zone, and an engaging speed S3 is set from maps of Ne and an engine revolution number change speed in an engaging speed setting part 52, clutch engagement is started through a driving part 45 and the clutch is engaged slowly. When it reaches full engagement, a zone III judgement part 49 is selected and the clutch is fully engaged at a clutch engaging speed S4. In this way, clutch engaging speed is increased in power driving to enable sporty driving.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a clutch control device that is installed in a vehicle drive system and performs automatic cross-cross control, and more specifically, when combined with an automatic transmission. Regarding start control during power driving.

[Conventional technology]

In recent years, in vehicles, dry clutches, electromagnetic clutches, and wet clutches are also electronically controlled to automatically control crossing immediately before starting or stopping. In drive systems that combine an engine with a gear-type or belt-type automatic transmission that automatically changes speed via a clutch, there is a trend toward total optimal control according to driving conditions by the driver, road conditions, etc. be.

Here, in a gear type automatic transmission, a power driving mode and an economy driving mode are switched within a control unit according to driving conditions and the like. In addition, in belt-type automatic transmissions, in addition to the drive (D) range during normal driving,
A Ds range and the like are provided for power driving or sporty driving. In this power driving mode or Ds range, unlike normal driving, when starting, the accelerator pedal is often pressed heavily to make a sudden start, and in this case, if the clutch control is the same as in economy driving mode or D range, the driver's It becomes difficult to adapt to the acceleration intention, and the feeling of power driving mode or Ds range is lacking. For this reason, it is desirable to appropriately set the clutch, especially the form of start control, also in relation to the driving mode or driving range of the automatic transmission.

Therefore, conventionally, regarding the control based on the relationship between the clutch and the transmission side, for example, Japanese Patent Application Laid-Open No. IM (59-1821)
There is a prior art in the publication No. Here, it is shown that the clutch engagement speed in the "14 clutch state" at the time of starting is controlled by the gear position and the amount of accelerator depression.

[Problem to be solved by the invention]

By the way, in the prior art mentioned above, the clutch engagement speed is set to gear U of the transmission! Since this method takes into account the device and performs 17 control, it cannot be applied to a device that controls the clutch engagement speed according to the driving mode or driving range of a transmission.

The present invention has been made in view of the above, and provides a vehicle clutch control device that is capable of appropriately controlling start in relation to the driving mode or driving range when used in combination with an automatic transmission. There is a particular thing.

[Means to solve the problem]

In order to achieve the above object [I], the vehicle clutch control device of the present invention inputs a signal indicating the power running state of the automatic transmission into the vehicle clutch control device combined with an automatic transmission; - When starting in a power running state, the clutch engagement speed in at least a half-clutch state is corrected to be higher than that in normal running.

[For production]

Based on the above configuration, in a drive system that is combined with a transmission in which the clutch automatically changes gears, if the transmission starts when the transmission is in a power running state, then! By increasing the clutch engagement speed in the 1-mo clutch state, the clutch is engaged early, resulting in rapid start performance that adapts to the driver's intention.

〔Example〕

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

In Fig. 2, we will describe a drive system that combines a dry clutch and a V-belt type automatic transmission (sand gear transmission).
A crankshaft 2 of an engine I 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 arranged in opposition 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 to stop and hold the LE at the desired position by stopping the power supply, and converts the rotation into a linear curvature position to operate the release lever t<7. Here, for example, the flywheel 4 and the clutch plate 6 are mechanically connected by friction force by operating the lever 7 by forward rotation of the DC motor 8, and the connection is released and disconnected by operating the lever 7 by the reverse rotation of the DC motor 11. do. Further, when the DC motor 8 reverses 1F, the current supply is controlled by duty, the rotational speed is made variable, and the speed of change of the clutch stroke is made variable in accordance with the duty ratio.

The clutch plate 6 of the dry clutch 3 is connected to the primary shaft II of the continuously variable transmission 10 via the forward/reverse switching device 9, and the primary pulley 12 of the primary shaft 11 is connected to the primary shaft II of the continuously variable transmission 10.
and a belt 15 to the secondary rib 14 of the secondary shaft 13.
is wrapped. Secondary shaft 13 beam reduction gear 1
6 to the differential device 17, and transmission is configured from the differential device 17 to the wheels. The continuously variable transmission IO electronically controls the line pressure of the secondary pulley 14 and the primary pressure of the primary pulley 12 using a solenoid valve, etc., to apply a pulley pressing force according to the transmitted torque, and furthermore, the winding of the belt 15 is controlled. It is configured to automatically change the speed continuously by changing the diameter ratio.

Regarding the control system, the shift position sensor 2 on the select lever side (1, engine speed sensor 22, throttle opening sensor 23, brake lever rotation speed sensor 24.
It has a secondary pulley rotation speed sensor 25. and,
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 engagement speed of the dry clutch 3.

Further, each signal for speed change control and line pressure control from the control unit 27 is output to the hydraulic control circuit 28, and the continuously variable transmission 10
It is designed to control the speed change.

The electronic control system will be described in FIG.

First, the continuously variable transmission control system will be described. It has a transmission speed control section 30 and a line pressure control section 31. The transmission speed control section 30 uses an actual transmission ratio calculation section 32 to detect the primary boolean rotation speed sensor 24 . Primary pulley rotation speed Np from secondary pulley rotation speed sensor 25.

The target speed ratio calculation unit 33 calculates the target speed ratio Is based on the target primary booster rotation speed Nρd and the secondary pulley rotation speed Ns. Then, the shift speed calculating section 34 calculates these actual shift ratios 1. The shift speed old/dt is determined based on the deviation of the target gear ratio Is, and a corresponding duty signal is output to the solenoid valve 35 to control the actual gear ratio I to follow the target gear ratio Is. The line pressure control unit 31 determines the engine torque T from the throttle opening θ of the throttle opening sensor 23 and the engine rotation speed Ne of the engine rotation speed sensor 22, and sets the target line pressure PLO based on this and the actual speed ratio 1. Then, a duty signal corresponding to this target line pressure PLD is output to the solenoid valve 3B 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. If the shift position of the shift position sensor 20 is Park (P) or Neutral (N), the clutch disengagement determination unit 41 determines whether the shift position is Drive (D), Sporty Drive (Ds), or Reverse (R) and the vehicle is traveling with the accelerator OFF. In order to further prevent engine stalling, it is determined whether the clutch should be released when the vehicle speed is below a predetermined value.

The half-clutch determining unit 42 determines that the shift position is up, Ds.

At R, the accelerator is turned on, and furthermore, the clutch disengagement determination section 41 determines whether the clutch is in a half-clutch state if the previous clutch disengagement control was performed. As will be described later, the clutch engagement determination unit 43 determines whether the accelerator
If the vehicle speed is above a predetermined value in the F running state, clutch engagement is determined.

The judgment result of the clutch disengagement judgment section 41 is inputted to the motor forward/reverse rotation control section 44, and from the motor forward/reverse rotation control section 44 is transmitted to the drive section 45.
A reverse rotation signal is output to the DC motor 8 via. Further, a signal of a predetermined clutch release speed white 1 is input from the release speed setting section 46 to the drive section 45, and a duty signal corresponding to the clutch release speed $1 is outputted to control the motor rotation speed.

For the half-clutch determination unit 42, the area 1.
Region I 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 I determination section 47 is selected first with the output of the half-clutch determination section 42, and the output of the region I determination section 47, engine speed No., and throttle opening degree θ are input to the connection speed setting section 150. . Here, the clutch engagement speed white 2 in region i is set as an increasing function with respect to the throttle opening θ and a decreasing function with respect to the engine speed NO. The smaller the increase in engine speed No. due to resistance, the larger White 2 becomes. Further, as the engine speed Ne increases, the clutch engagement speed $2 becomes significantly smaller, and smoothly shifts to the region (3). The throttle opening angle θ applied there.

The clutch engagement speed S2 retrieved from the map of the engine rotation speed Ne is input to the motor forward/reverse control section 44 to instruct forward rotation of the DC motor 8, and is input to the drive section 45 to control the clutch engagement speed S2 according to the clutch engagement speed S2. Outputs duty signal.

The area ■ determination section 48 is selected when the clutch connection speed white 2 in the area ■ has decreased to, for example, a predetermined speed white 2, and when the white 2 is smaller than that, the area ■ determination section 48 is selected, and the area ■ determination section 48 is selected. The output of the determination unit 48, the engine rotational speed Ne, and the engine rotational speed change rate of 0 calculated by the engine rotational speed change rate calculation unit 51 are input to the connection speed setting unit [52]. Here, the clutch engagement speed white 3 in region ■ is set as an increasing function with respect to e within the engine rotational speed change rate, and the engine rotational speed change rate is M
When O decreases, the clutch engagement speed $3 is reduced to encourage the engine speed to increase. Also, clutch connection speed $3
is also set as an increasing function for engine speed No.
There is a smooth transition to area ■. Therefore, the engine rotation speed No., engine rotation speed change rate ~e
The clutch connection speed $3 retrieved from the map is input and instructed to the motor forward/reverse rotation control section 44 and the drive section 45 in the same manner as described above.

The region ■ determination unit 49 is selected when the clutch engagement detection unit 54 detects Ne-Np and the clutch is fully connected, and the connection speed setting unit 53 outputs normal rotation of the motor and a predetermined connection speed of $4. . Furthermore, clutch engagement determination section 43
is selected after the output of the connection speed setting unit I[153 has elapsed for a predetermined period of time, and the DC motor 8 is stopped and held at the minimum clutch stroke by motor forward/reverse rotation M HN 44.

In the clutch control system described above, correction measures for the travel range will be described. First, the continuously variable transmission lO of the embodiment has a D range for normal driving as well as a Ds range for power driving as shift positions, and the shift position sensor 2
Ds range determination unit 60 that determines whether the signal is 0 or the Ds range
Enter. The Ds range signal from the Ds range determination section 60 is input to the coefficient setting section 61 to determine a predetermined coefficient k (k>1), and this coefficient k is input to the correction section 62 on the output side of the connection speed setting section 52. Then, the increase is corrected by calculating $3×.

Next, the operation of the control device having such a configuration will be described using the flowchart of FIG. 3 and time chart 1 of FIG. 4.

First, shift position to N or P when stopped, or DDs,
Even in the R shift position, if the accelerator is off and the vehicle speed is less than the set value, the clutch disengagement constant part 41 is selected. Therefore, the DC motor 8 is driven in the reverse direction at a predetermined speed by the motor forward/reverse control section 44 and the release speed setting section 46, whereby the stroke of the dry clutch 3 becomes maximum and returns to the connection starting position to maintain the clutch disengaged state. There is.

Next, after the clutch disengagement control described above, Ds.

When the accelerator is turned on in the R shift position, the half-clutch determination unit 42 first determines that the clutch is in the region! The determination unit 47 is selected, and the clutch connection speed $2 is set by the connection speed setting unit 150 based on a map of the throttle opening θ and the engine rotation speed Ne.

Here, since the engine speed No. suddenly increases from a low state as shown in Fig. 4 (C), the clutch engagement speed $
2 is a large value at first, but as the engine speed Ne increases, it rapidly changes to a small value, and as a result, as shown in Fig. 4 (b
), the dry clutch 3 connects quickly and smoothly.
direction (clutch stroke decreasing direction). - direction,
When the throttle opening degree θ is large, the clutch engagement speed 2 is set to be large overall, and therefore, the stroke change of the dry clutch 3 is also fast corresponding to the large rise in the engine speed No.

And $2≦$7. , the area ■ setting section 48 is selected and shifts to the half-clutch control area, and the connection speed setting section ■ 5 is selected.
In step 2, the clutch connection speed $3 is set again based on the map of the engine speed No. and the engine speed change speed fsJa. In this region (■), at shift positions D and R, the clutch engagement speed $3 is output as is to the drive unit 45,
Power transmission begins when the clutch starts to connect, and as shown in Fig. 4 (C
), the primary boolean rotation speed N on the clutch output side
As p starts to rise to yf, the increase in engine speed No becomes gradual. Therefore, the clutch engagement speed $3 becomes a small value corresponding to the engine speed change rate N(3), and the dry clutch 30 stroke gradually decreases as shown in Fig. 4(b), until the dry clutch 3 is completely closed. Furthermore, if No≦0 due to various factors such as a change in clutch facing slippage, the engine speed becomes 0 and the engine speed No. increases.

In this way, even if the throttle opening θ is different, the
At this time, the complete connection (meet point) of No mNp is reached, and at this time, the area ■ determination section 49 is selected, and the connection speed setting section I
[The stroke of the dry clutch 3 is further reduced due to the clutch connection speed change in step 153 and is completely connected. At this time, when a predetermined period of time has elapsed, the control at the time of starting described above is cleared, the clutch engagement determination section 43 is selected, and the DC motor 8
By stopping the dry clutch 3, the dry clutch 3 is maintained in the connected state.

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

On the other hand, the flowchart shown in Fig. 3 is executed as control according to the driving range, and according to this, when starting, the continuously variable transmission 1
0 is shifted to the Ds range for power driving, this D
The s range is determined by the Ds range determining section 60, and a predetermined coefficient k is output from the coefficient setting section 61. Then, by starting the clutch connection, the area ■ determination unit 48 selects the area ■.
When the clutch connection speed S3 is output from the connection speed setting section 52, the correction section 62 sets the clutch connection speed to $3X.
Therefore, the dry clutch 3 moves quickly in the engagement direction as shown by the broken line in FIG. 4(b) in the half-clutch state area 3, and the dry clutch 3 moves quickly in the engagement direction as shown by the broken line in FIG. 4(C). Therefore, the connection will be faster than the R range. In this way, the starting performance adapts to the driver's will, making it possible to speed up the starting performance and enable sporty driving through sudden starting.

Here, the clutch engagement speed is corrected by the calculation of white 3Xk, so that the engine rotation speed Nθ is adjusted on slopes, etc.

Engine speed change speed within 0 and clutch connection speed $
When the value of 3 is small, the value of 3Xk is also small and smooth half-clutch performance is exhibited.

On the other hand, the larger the accelerator pedal depression on flat ground and the larger the value of clutch engagement speed S3 as well as engine speed No. and engine speed change rate ~e, the larger the value of $3x becomes, improving the starting performance. .

Note that the signal of the throttle opening θ is inputted to the correction unit 62 as shown by the dashed line in FIG. It may be limited to full throttle.

An embodiment of the present invention has been described above, but even when a gear-type automatic transmission is controlled in the power driving mode, the same control is possible by incorporating a signal indicating this mode.

In addition to dry clutches, the present invention can also be applied to electromagnetic clutches, wet clutches, etc.

〔Effect of the invention〕

As described above, according to the present invention, in the start control of a vehicle clutch combined with an automatically changing transmission, the clutch connection speed is increased during power driving to speed up the start. Therefore, it adapts to the driver's will, improving the feeling and enabling sporty driving.

[Brief explanation of the drawing]

Fig. 1 is a block diagram showing an embodiment of the vehicle clutch control device of the present invention, Fig. 2 is an overall configuration diagram, Fig. 3 is a flowchart of the operation of start control, and Fig. 4 is a time chart of the same. be. 3...Dry clutch, IO...Continuously variable transmission, 20.
...Shift position l sensor, 42... Half-clutch judgment section,
48... Area ■Determination section, 52... Connection speed setting section■
, 60... Ds range determination section, 61... Coefficient setting section, 62... Between correction sections

Claims (2)

[Claims] (1) In a control device for a vehicle clutch combined with an automatic transmission, a signal indicating the power running state of the automatic transmission is input, and when starting in the power running state, the clutch engagement speed is at least half-clutched. A control device for a vehicle clutch, characterized in that the control device corrects the amount of the clutch more than normal driving. (2) The vehicle clutch control device according to claim (1), wherein the correction of the clutch engagement speed at the time of starting in the power running state is varied depending on the accelerator depression state.