JPH02229920A - Dry clutch controller - Google Patents

Abstract

PURPOSE:To prevent seizure and the like so as to ensure starting characteristics by increasing clutch engagement speed for correction when engine speed exceeds the reference speed for phasing failure detection before clutch engagement at the time of starting. CONSTITUTION:A reference speed setting unit 50 sets the reference speed N1 for detecting clutch phasing failure to a little larger value than the clutch engagement speed suited to the throttle opening theta in a normal case. At the time of starting, a phasing failure detecting portion 51 compares engine speed Ne with the reference speed N1, and when a detecting unit 38 detects Ne>N1 before clutch engagement, a correction amount setting unit 53 increases and corrects the basic clutch engagement speed outputted from a basic clutch engagement speed retrieving unit 47 according to deviation DELTAN calculated by a deviation calculating unit 52. It is thus possible to prevent seizure and the like so as to ensure starting characteristics, and to retrieve and correct phasing failure exactly and rapidly under all operating conditions.

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 having a drive system in which a dry clutch is combined with an automatic transmission such as a belt-type continuously variable transmission. More specifically, the present invention relates to anti-seizure measures against wear and the like on clutch facing surfaces.

[Conventional technology]

In recent years, it has been considered to automatically control the connection and disconnection of dry clutches installed in the drive system of vehicles immediately before starting or stopping. In this case, especially in the start mode, since the clutch connects while moving from a disengaged state at a predetermined speed, it has been proposed to set a clutch engagement speed as a target value and control at this target clutch engagement speed.

Conventionally, regarding the control of the clutch connection speed of the dry clutch, there is a prior art, for example, disclosed in Japanese Patent Application Laid-Open No. 146923/1983. Here, it is shown that the basic clutch engagement speed is determined by the throttle opening degree or the clutch position, and the clutch engagement speed is determined by multiplying this by a correction coefficient based on the engine rotation speed and engine torque.

[Problem to be solved by the invention]

By the way, in the prior art mentioned above, the correction coefficient for the engine rotation speed, etc. is 7. i--
-C is set based on the assumption that the friction coefficient of the singe is normal, and abnormal situations are not taken into account. For this reason, if the friction coefficient of the clutch fusing decreases or wears out, the engine speed will abnormally increase and the clutch engagement speed will tend to increase due to the correction coefficient, but the engine speed will increase. I can't deal with the abnormal J Ichisho enough. Therefore, the time in the half-clutch state increases abnormally, which may cause the clutch to seize or the like. For this reason, when there is an abnormality such as wear of the facing of the clutch, it is necessary to detect the abnormality quickly and take measures to prevent seizure.

The present invention has been made in view of these points, and the 11th aspect of the present invention is
The aim is to provide a dry clutch control device that can ensure proper starting characteristics and prevent seizure when a clutch facing is abnormal.

[Means to solve the problem]

In order to achieve the above object, the dry clutch control device of the present invention is capable of predicting the engine speed at the clutch connection point according to the throttle opening at the time of starting, and the clutch connection speed when the clutch is normal. The company is focusing on the ability to quickly detect and deal with clutch facing abnormalities by setting a slightly larger reference rotation speed for abnormality detection and comparing this with the actual engine rotation speed.

Therefore, in a dry clutch control device that selectively connects the engine and automatic transmission depending on the operating condition, the reference rotation speed for detecting the facing abnormality of the clutch is set as follows.
Set the clutch engagement rotation speed to a value slightly larger than the normal throttle opening depending on the throttle opening, compare the engine rotation speed with the above base rotation speed when starting, and check that the engine rotation speed is the above reference rotation speed before clutch engagement. If the number is exceeded, the clutch connection speed is corrected to increase.

[For production]

Based on the above configuration, when the clutch facing is normal in dry clutch start control, the clutch is always connected when the engine speed is below the reference speed, but if the clutch facing is abnormal, the engine speed is the reference speed. This abnormality is detected when the rotation speed increases above the rotation speed.

When an abnormality occurs, the clutch is quickly moved in the connecting direction by increasing the clutch connecting speed, and the clutch is connected without causing seizure or the like.

〔Example〕

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

In Fig. 2, we describe a drive system that combines a dry clutch and a continuously variable transmission.
is connected to the flywheel 4 of the dry clutch 3. The dry clutch 3 includes a flywheel 4 and a clutch plate 6 having a diaphragm spring 5 disposed opposite 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 and is stopped and held at a desired position by stopping the energization, and converts rotation into linear displacement to operate the release lever 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 8. do. In addition, the configuration is such that the DC motor 8 is energized during forward and reverse rotation, and its rotational speed is made variable, thereby making the rate of change of the clutch stroke variable.

The clutch plate 6 of the dry clutch 3 is connected to the primary shaft 11 of the continuously variable transmission 1O via the forward/reverse switching device 9, and the primary boule 12 of the primary shaft 11 is connected to the primary shaft 11 of the continuously variable transmission 1O.
and belt l to the secondary pulley 14 of the secondary shaft 13.
5 is wrapped. The secondary shaft 13 is connected to a differential device l7 via a reduction gear l6, and is configured to transmit power from the differential device l7 to the wheels.

The continuously variable transmission 10 electronically controls the line pressure of the secondary pulley [4] and the primary pressure of the primary pulley 12 using a solenoid valve, etc., to apply a pulley pressing force corresponding to the transmitted torque. It is configured to automatically change the speed continuously by changing the ratio of the winding diameters.

Regarding the control system, there is a shift position sensor 20 on the select lever side and an accelerator switch 2 on the accelerator pedal side.
1. Engine speed sensor 22. Throttle opening sensor 23, primary booley rotation speed sensor 24. It has a secondary booley rotation speed sensor 25 and a stroke sensor 2B that detects the clutch stroke on the motor side. Then, each of these signals is input to the electronic control unit 27,
The motor control signal from the control unit 27 is transmitted to the DC motor 8.
output to control the clutch stroke of the dry clutch 3.

In addition, 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 IO
It is designed to control the speed change.

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 3l. The gear change speed control section 30 uses an actual gear ratio calculation section 32 to calculate the bridle pull rotation speed Np and the secondary boot rotation speed Np of the bridle pull rotation speed sensor 24 and the secondary boot rotation speed sensor 25.
The actual gear ratio I is calculated based on s, and the target gear ratio calculation unit 33 calculates the target gear ratio 1s based on the target primary boolean rotation speed Npd and the secondary boolean rotation speed Ns. Then, the shift speed calculating section 34 calculates these actual gear ratios I. The shift speed old/dt is obtained from 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 l to follow the target gear ratio Is. The line pressure control unit 31 controls the throttle opening θ of the throttle opening sensor 23 and the engine rotation speed N of the engine rotation speed sensor 22.
o, the engine torque T is determined, and from this and the actual gear ratio 1, the target line pressure PI. , D.

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, in order to determine the clutch state as well as the presence or absence of an intention to start, a clutch disengagement determination section 41, a starting mode determination section 42, and a clutch engagement determination section 4 are used.
It has 3. The clutch disengagement determination section 4l includes a shift position sensor 20. When the signals from the vehicle speed detection unit 37 from the accelerator switch 21 and the secondary brake rotation speed Ns are input, and the shift position is barking (P) or neutral (N),
The clutch is released when the shift position is Drive (D), Sporty Drive (Ds), or Reverse (R) and the vehicle is running with the accelerator OFF, and the vehicle speed V is less than or equal to the predetermined speed V1 to prevent engine stalling. to judge.

The start mode determination unit 42 receives signals from the shift position sensor 20 and the accelerator switch 21 on the accelerator pedal side, and when the shift position is D or R, the accelerator is ON, and the clutch disengagement determination unit 41 determines that the previous clutch disengagement control was performed. The starting mode is determined. The clutch contact determination unit 43 includes a shift position sensor 20 and an accelerator switch 2 on the accelerator pedal side.
1. Are the signals from the vehicle speed start-up section 37 and the clutch engagement detection section 38 based on the engine speed Ne and primary pulley rotation speed Np input, and are the shift positions D, Ds, and R and the accelerator OFF? ■If ≧V L. Or connect the clutch when the No-Np clutch connection point is reached with the accelerator ON? ! l Decline.

The determination results of clutch disengagement and engagement and the clutch stroke S signal of the stroke sensor 26 are sent to the stop control unit 44, respectively.
．． 45. The stop control unit 44 compares the clutch stroke S with the maximum clutch disengagement stroke S1, and determines a signal corresponding to motor reverse rotation and a predetermined clutch release speed until the motor control unit 4B reaches s-s1, and controls the DC motor 8. Output to. The stop control unit 45 compares the clutch stroke S with the minimum stroke S2 for clutch engagement, and the motor control unit 46 controls normal rotation of the motor and a predetermined clutch engagement speed until s-s2 is reached.

In addition, the determination result of the start mode determination section 42 is manually inputted to the basic clutch connection speed setting section 47, which is set to 1''. and engine speed No.
Engine rotation speed change rate dNe calculated by time-differentiating
/dL is input, and a basic clutch engagement speed white B is determined based on the relationship between the engine speed Ne and the engine speed change rate dNe/dt, and is output to the motor control unit 46. Here, if the engine speed No. is high or the degree of increase is large at the time of starting (dN o/dt
) 0), it is preferable to promote clutch engagement, and conversely, when the engine speed No. decreases (dN
e/dt<0), it is preferable to temporarily stop the clutch connection to encourage an increase in the engine speed Ne. For this reason,
Engine speed Ne, engine speed change rate dNθ/
dt, the basic clutch connection speed white B is shown in Fig. 3 (a
) in the range of dNe/dt>O, and when dNe/dt≦0, S is set to 10, and the basic clutch engagement speed Qn is searched using this map.

Furthermore, we will discuss corrective measures when clutch facing is abnormal. First, we will discuss the reference rotation speed setting unit 5 to which the throttle opening θ is input.
0, and a reference rotation speed N+ is set according to the throttle opening degree θ. Here, as shown in FIG. 3(b), the rise characteristics of the engine speed NO and the engine speed Np at the time of starting when the facing is normal. The clutch engagement rotation speed NI1 for No-Np is determined experimentally, and if the facing is abnormal, the engine rotation speed No at clutch engagement (No -Np) is the normal clutch engagement rotation speed N+a.
It will be higher than that. Therefore, this clutch engagement rotation speed Nl
The reference rotation speed N1 for abnormality detection is set to a level slightly higher than 1, and the reference rotation speed N1 is determined by the throttle opening θ.
It is set in relation to the throttle opening degree θ in response to the increase in the clutch engagement rotation speed Not.

The reference rotation speed N+, the engine rotation speed No., and the output of the clutch connection detection section 38 are the fern abnormality detection tf.
The engine speed Ne is input to the IS51, and the engine speed Ne until the clutch is engaged is compared with the reference speed N1, and if No>Nl, an abnormality is detected. Also engine speed No. and JI5i
1' The number of revolutions per rotation N1 is manually inputted to the deviation calculation section 52 and the deviation ΔN is calculated by ΔN-Ne-Nl. These abnormal signals and the deviation ΔN are manually inputted to the correction amount setting section 53 and corrected. The quantity k (k>1) is determined by the deviation ΔN as shown in Figure 3 (C).
is determined by an increasing function.

This correction amount k is input to the correction section 54, and the basic clutch connection speed QB is corrected by the white BXk.

Next, the operation of the control device having such a configuration will be described using the flowchart of FIG. 4 and the time chart of FIG. 5.

First, in an extremely low-speed running state where V<Vl, with the accelerator OFF even in the N and P shift positions or the D, Ds, and R shift positions, the clutch disengagement determination unit 4l is selected. Therefore,
The stop control unit 44 compares the clutch stroke S with the clutch maximum stroke S1 toward the clutch release side, and the motor control unit 4B drives the DC motor 8 in reverse at a predetermined speed until the clutch stroke S reaches the maximum stroke S1. .

Therefore, the dry clutch 3 is released and maintained in this released state.

Next, when the accelerator is turned on at shift positions D, Ds, and R after the clutch disengagement control, the start mode determination unit 4
2 is selected, and the basic clutch connection speed setting section 47 sets the engine rotation speed No. and engine rotation speed change rate (INO/d
The basic clutch engagement speed $B is searched by t. Therefore, in the initial stage when the engine speed No. rises rapidly, the basic clutch engagement speed becomes a large value, and D
By driving the C motor 8 in normal rotation at a rotational speed corresponding to this basic clutch engagement speed white B, the dry clutch 3 is quickly displaced in the engagement direction from the clutch maximum stroke S1 as shown in FIG. Therefore, when the friction coefficient of the facing of the dry clutch 3 is normal and large, power transmission corresponding to the half-clutch state starts, and the primary boolean rotation speed Np on the output side starts to rise. When the drive system is loaded due to such power transmission and the increase in engine speed Ne is reduced, the value of the basic clutch engagement speed $ro gradually decreases, and when the engine speed is below the reference speed N1 corresponding to the throttle opening θ, Rotation speed No. and primary pulley rotation speed 1'
Jp and reaches the clutch connection point P.

In this process, when the engine speed No. temporarily decreases due to running resistance and becomes dNe/dt≦0, the displacement of the dry clutch 3 is stopped at $10, and the engine speed No. is increased.

In this way, the dry clutch 3 is displaced in the connection direction while attempting to increase the engine speed No. When the clutch connection point P of No-Np is reached, the clutch engagement determination section 43 is selected. Therefore, the stop control section 45 compares the clutch stroke S with a predetermined minimum stroke S2, and the motor control section 46 further drives the DC motor 8 in forward rotation at a predetermined speed. Displaced to stroke S2 and completely connected.

Next, after the clutch is connected as described above, the engine power is directly input to the continuously variable transmission IO, 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, if the friction coefficient of the clutch facing is small, when the dry clutch 3 moves at the basic clutch engagement speed 9n in the start mode described above, the bridle pool rotational speed Np increases as shown by the broken line in Fig. 5. decreases due to slipping of the clutch facing, and the engine speed No. conversely increases rapidly. Then, the engine speed NO exceeds the base rotation speed N1 before reaching the clutch connection point P, and since No>Nl, an abnormality in the facing is immediately detected by the abnormality detection unit 5l. Based on this, a correction ffik is set according to the deviation ΔN between the two,
The correction unit 54 determines that the basic clutch connection speed $11 is 911×
The increase is corrected by k.

For this reason, after the fading abnormality is detected, the dry clutch 3 moves at a high speed of mortar x k. As a result, power can be transmitted even if the friction coefficient of the facing is small, and the Brimaribouri rotation speed Np quickly rises.
The clutch is connected when the clutch connection point P is reached within a range that does not cause seizure due to an increase in the time in the 114 clutch state.

〔Effect of the invention〕

As described above, according to the present invention, in the start control of a dry clutch, when the clutch clutch is abnormal, the clutch engagement speed is increased and corrected, so that the clutch engagement state is immediately reached, preventing seizure, etc., and starting. characteristics can be secured.

Furthermore, the reference rotation speed for detecting clutch facing abnormalities is set at 1 novel higher than the clutch engagement rotation speed according to the throttle opening, so abnormalities can be detected accurately and quickly under all operating conditions, and corrections are also effective. can be done.

[Brief explanation of the drawing]

Fig. 1 is a block diagram showing an embodiment of the dry clutch control device of the present invention, Fig. 2 is an overall configuration diagram, and Figs. 3 (a) to (e) show basic clutch connection speed $+
3. Characteristics of reference rotational speed N+ and correction ffik; FIG. 4 is a flowchart of clutch control action; FIG. 5 is a time chart 1 of start control. 3... Dry clutch, 27... Control unit, 38
. . . Clutch connection detection unit, 42 . . . Start mode determination unit, 47 . . . Basic clutch connection speed setting unit, 50 .
- Base rotation speed setting section, 5l... Facing abnormality detection section, 53... Correction amount setting section, 54... Correction section Fig. 3 +(+) (b) (C) Fig. Fig.

Claims (2)

[Claims] (1) In a dry clutch control device that selectively connects the engine and automatic transmission depending on the operating condition, the reference rotation speed for detecting clutch facing abnormality is set according to the normal throttle opening. Set the engine speed to a value slightly larger than the clutch engagement speed, compare the engine speed with the above reference speed when starting, and if the engine speed exceeds the above reference speed before clutch engagement, change the clutch connection speed. A dry clutch control device characterized by an increase correction. (2) The dry clutch control device according to claim 1, wherein the amount of correction of the clutch engagement speed is an increasing function with respect to the deviation between the engine rotation speed and the reference rotation speed.