JPH0333518A - Control method for clutch - Google Patents

Abstract

PURPOSE:To smoothly control clutch-on by correcting a prescribed time for which a timer starts at beginning of control of clutch-on mode territory I and an actuator stops after passing the prescribed time to move into control of territory II, at detecting a clutch-on point. CONSTITUTION:When a judging part 42 judges a clutch-on mode at starting, the territory I judging part 45 of a target clutch speed computing part 44 is started to control clutch-on of the territory I through a driving part 50 and a DC motor 8, and a timer 54 is also started. At reaching the timer time set with a setting part 55, the DC motor 8 is stopped to move into control of a judging part 46 of the territory II. Hereat, the timer time is corrected by detecting the clutch-on beginning point with a detecting 56. Thus, even at wear of the clutch facing, clutch-on control can be smoothly performed by quickly transferring from the territory I to the territory II of half clutch.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a control method for electronically controlling a clutch in a vehicle with a drive system in which the clutch is combined with a belt-type continuously variable transmission, etc. This relates to a method of controlling the stroke position while estimating it based on connection speed, etc.

[Conventional technology]

In recent years, torque converters, electromagnetic clutches, mechanical dry clutches, etc. have been used as means to connect the engine and transmission of a vehicle.In particular, even dry clutches electronically control the stroke when starting and stopping, and can be operated manually. It has been proposed to automatically connect and disconnect without having to do so.

Conventionally, regarding the control of this type of dry clutch,
For example, there is a prior art disclosed in Japanese Unexamined Patent Publication No. 62-47742. Here, it is shown that the rate of change in the engine l"I width number is detected at the time of starting, and if it is positive, the clutch is stroked in the clutch connection direction, and if it is negative, the clutch movement is stopped, and this is repeated until the connection is reached. Also published in Japanese Unexamined Patent Publication No. 59-1244.
Publication No. 38 discloses that a clutch stroke sensor is used to detect the stroke positions of connection start and complete connection, and control is performed at a predetermined clutch speed for each region divided at each stroke position. .

[Problem to be solved by the invention]

By the way, in the former prior art, since the half-clutch region is not differentiated by i1j, the control of this region varies greatly depending on the state of the engine rotational speed at the time when the half-clutch starts.

That is, if the increase in engine speed is large, the clutch will be engaged rapidly, causing hunting, and if the increase is small, the clutch will be engaged slowly, impairing starting performance. In addition, the latter method uses a stroke sensor, which increases the cost. In addition, since the clutch speed is controlled while detecting the preset half-clutch start point with a stroke sensor,
It cannot handle cases where the actual starting point changes due to aging or individual differences in the clutch. In other words, due to clutch facing wear, the half-clutch start point is positioned on the delayed side, and control in the half-clutch region is executed earlier than the actual half-clutch start, resulting in a longer time until the clutch is fully engaged.

The present invention has been made in view of the above, and an object of the present invention is to control one or both of the stroke position and speed of the clutch, up to the half-clutch starting point during jil control from clutch release to clutch engagement. An object of the present invention is to provide a latch control method that allows the clutch speed to be reliably set to the maximum speed.

[Means to solve the problem]

In order to achieve the above object, the clutch control method of the present invention divides the clutch connection mode into three regions I and I.
I and m are set, and in the control of the above region I, the Kura-Sochipretoi law is adjusted by the actuator. In a control system that strokes from the closing hk position to the connection start position at high speed,
A timer is started at the start of the control of the area I, and when the timer elapses for a predetermined time, the actuator is stopped and the control is shifted to the area II,
The predetermined time of the timer is corrected by detecting the clutch connection starting point.

[For production]

Based on the above configuration, in the clutch connection mode at the time of starting, the time in area I before the start of connection is set by a timer,
When region I is controlled by the stroke position or speed of the clutch, if the control time is extended due to wear of the clutch facing, etc., the predetermined time of the timer is corrected according to the actual clutch connection start state by detecting the clutch connection start point. , will always be set appropriately.

〔Example〕

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

In Fig. 2, a drive system that combines a dry clutch and a continuously variable transmission is shown.
is connected to the flywheel 4 of the dry clutch 3. The dry clutch 3 includes a clutch plate 6 having a diaphragm spring 5 arranged opposite to a flywheel 4, 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, 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 connected by frictional force, and when the DC motor 8 rotates in the reverse direction and the lever 7 is operated, the connection is released. and cut. Furthermore, 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 speed 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 IO via the forward/reverse switching device 9, and the primary pulley I2 of the primary shaft 1
and the belt 1 on the secondary pulley 14 of the secondary shaft 13.
5 is wrapped. The secondary gear I3 is connected to the differential device 17 via the reduction gear 16, and the wheelchair region (2) is determined from the differential device 17 by the engine rotational speed change rate dNe/dt and the vehicle speed V in addition to the clutch stroke position Ws.

This is also done based on connection time, etc.

On the other hand, the target clutch speed color for area I, ■ and release is 1 I+S
sa+white 4d are both set to the maximum.

The target clutch speed white 26 in the half-clutch region II is the third
As shown in Figure (b), it is set using a map of engine speed Ne and engine speed change rate dNe/dt.

That is, the target clutch speed white in the half-clutch region II, d, is the engine rotation speed Ne, and the engine rotation speed change rate dNe.
/dt, the target clutch speed S2d is increased in accordance with the increase in the engine rotation speed Ne and the engine rotation speed change rate dNe/dt, and the engine rotation speed change rate dNe/dt increases in the negative direction. Accordingly, the target clutch speed S2a is increased in the negative direction, that is, in the reverse direction.

If the DC motor 8 is rotated to the stroke limit for connecting or releasing the dry clutch 3, the gears etc. that convert the rotation of the DC motor 8 into linear movement on the clutch side will be locked, and the next time the motor is reversed 1. It may not work. Therefore, as a measure to prevent the motor drive system from locking, a clutch/brake operating section 53 is provided in which the output signals of the area (2) determining section 47 and the release determining section 48 are manually operated. Then, when the maximum target clutch speed Sqd or Sed is output, the target clutch speed Sg, I or Sad is set to zero immediately before the connecting stroke limit position Sd or the disengaging stroke limit position Sa, and the drive unit 50 is forcibly activated. Short circuit to apply the brake.

The clutch stroke position calculation section 52 stores target clutch speeds S+d to 84d of the target clutch speed calculation section 44.
, the motor control direction of the clutch control direction determination section 49, and the brake operation signals of the clutch/brake operation section 53 are manually generated. Here, since the actual dry clutch 3 strokes with a first-order delay due to inertia force relative to the motor drive, the actual latch speed white relative to the target clutch speed white d can be modeled by the following equation.

White r+l White dS (n-1)l X il -e-+A
I/-11 + white (n-1,) Therefore, for each target clutch speed S a to white 4d, the fruitful latch speed white to white can be estimated in the same way, and these relationships are shown in Figure 3. It will look like (C).

And fruitful latch speed white or white.

By integrating , the clutch stroke position S (shaded area in the figure) is calculated in accordance with the actual clutch movement state. In addition, at this time, the time constant τ is
The determined clutch stroke position S is extracted from the map. This clutch stroke position S is stored at a predetermined address in the memory and is rewritten at any time. The side stroke limit position Sd, etc. are set in advance. Also, just before the stroke limit, the target clutch speed is 3. Alternatively, even if d becomes zero and the clutch stroke is instructed to stop, the clutch stroke position S is corrected using the following formula, taking into account that the DC motor 8 rotates due to inertia.

S4-8-Δt (white d-k) Furthermore, to describe the control in region I of the clutch connection mode, the region I determination section 45 has a timer 54,
When the predetermined time t of the timer time setting section 55 has elapsed, the area ■
An operation signal is output to the determination unit 46. Also, the engine rotational speed change speed dNe of the engine rotational speed change speed calculation unit 51
/dt has a clutch connection start point detection section 56 which is manually operated, and detects the connection start point based on dN e/dL<0.

This connection start signal is manually input to the timer time setting section 55,
When the timer 54 elapses a predetermined time, dN e/dt>
If it is O and the connection start is not reached, the predetermined time t is assumed to be short and the predetermined time t is corrected by increasing it. Conversely, dNe
/dt<0 and has already been reached, the predetermined time t
It is supposed to be corrected by decreasing it as long as possible.

Next, the operation of the dry clutch control device having such a configuration is as follows.
This will be described using the flowcharts shown in FIGS. 4 to 7 and the characteristic diagram shown in FIG.

First, as shown in the main flow of FIG. 4, the modes can be roughly divided into modes 1: constant, clutch speed control, timer +1. ! 7-time correction and clutch stroke-2 position calculation are executed.

In mode determination, the subroutine shown in FIG. 5 is executed 4, and each signal of the shift position, vehicle speed, and accelerator switch is manually determined by the clutch control mode determination section 41 of the control unit 27. When the vehicle is stopped with the shift position P or N, the clutch release mode is determined, and the clutch plate 6 of the dry clutch 3 is stopped at the angle q release side stroke limit position Sa and released.

On the other hand, when the vehicle is shifted to the driving range and the accelerator is turned on at the time of starting, it is determined that the vehicle is in the connection mode, and this is manually input to the target clutch speed calculation unit 44 to execute the routine shown in FIG. 6(a). That is, the area is determined based on the clutch stroke position S from the clutch stroke position calculation unit 52,
At the time of starting, first, since Sa≧s>sb, region I is determined and the routine shown in FIG. 6(b) is executed. Therefore, the target clutch speed color 1a is set to the maximum, and by outputting this and the motor iE rotation of the clutch control direction determination section 49 to the DC motor 8 via the drive section 50 and driving it, the dry clutch 3 As shown in the diagram, the connection start stroke position sb
stroke at high speed.

5 Then, when the control time by region I reaches the predetermined time t,
The half-clutch region (2) is determined, and the routine shown in FIG. 6(c) is executed, and a map of the engine rotational speed Ne and engine rotational speed change rate dNe/dL is searched and the target clutch speed color 2. is controlled.

Where is the clutch facing glue? As wear increases, the stroke in region I becomes longer and the control time also becomes longer, so it is necessary to change the predetermined time t accordingly. Therefore, the timer 54's time t is checked by detecting the actual connection start point as the engine speed changes. In other words, the routine shown in FIG. 6(r) is executed, and if the connection start point deviates from the predetermined time t, it is corrected so that they match. Even when moving from area I to area (2) at time t, the transition will always be made reliably near the actual connection start point.

In region ■, the primary pulley rotation speed Np on the clutch output side starts to rise as shown in Fig. 8 due to the start of connection, and if the engine rotation speed Ne and the engine rotation speed 6 change rate dNe/di are large, the target clutch speed color 2 ．． The value of is also increased and the connection becomes faster, but if the engine speed change speed dNe/dt decreases with the rise of the primary pulley speed Np, the target clutch speed S
The value of 2d also decreases and moves slowly toward connection, and in this way half-clutch control is performed so that the engine rotational speed Ne and the primary pulley rotational speed Np smoothly converge.

Then, when the No-Np complete connection state is reached, Sc≧S>
Region (3) is determined based on the relationship of Sd, and the routine shown in FIG. 6(d) is executed to set the target clutch speed Sgd to the maximum, thereby stroking toward the connection side at high speed and maintaining the clutch connection state.

At this time, when S≦Sd1 with respect to the stop stroke position Sd immediately before the connection side stroke limit position Sd, the clutch brake operation section 53 sets the target clutch speed pot 3.
is made zero, and therefore, the dry clutch 3 acts as a brake and comes to a stop position approximately at the stroke limit position Sd on the gun contact side. Note that, as shown in FIG. 6(e), when the relationship of V≧v17 with respect to the set vehicle speed vl occurs during execution of region II, the control shifts to region (2).

In this way, the DC motor 8 is rotated at the preset connection start stroke position Sb, complete connection stroke position Sc, and the target clutch speed white 1d to 6, and as a result, the dry clutch 3 is slightly rotated due to the inertia of the drive system. The stroke will be delayed and the connection will be made automatically, and at this time the target clutch speed will be white,... or white5. is manually input to the clutch stroke position calculation unit 52, and the routine shown in FIG. 7 is executed.

That is, the execution pitch Δt of the main program is calculated,
During the clutch stroke, the actual clutch speed S1 or white is calculated from the target clutch speed white or S3a using a -th lag model equation, and then the actual clutch speed S1 is
Clutch stroke position S is calculated by integrating the difference between the distance and white. Therefore, the calculated value of the clutch stroke position S is completely equal to each position when the dry clutch 3 actually strokes with a delay, and is the same as that detected by the stroke sensor. Therefore, the above-mentioned connection start stroke position Sb and complete connection stroke position 8Sc are accurately detected in accordance with the actual stroke state of the dry clutch 3, and the control of each area is appropriately performed based on a preset map. It will be done.

Further, when the clutch is stopped, the DC motor 8 rotates further due to inertia, but the change in the clutch stroke position S due to this coasting is also corrected. Therefore, the calculated value of the clutch stroke position S is equal to the position where the dry clutch 3 truly stops near its connection side stroke limit position Sd.

When the dry clutch 3 is connected at the time of starting, engine power is transmitted to the continuously variable transmission lO side and the vehicle starts running. The vehicle then runs with the power continuously variable by the variable speed control section 30 and line pressure control section 31 being output.

Furthermore, if the accelerator is turned off while driving and the vehicle speed drops below the set speed,
The release mode is determined and the routine shown in FIG. 6(e) is executed. After confirming that the clutch stroke position S is near the connection side stroke limit position Sd, the target clutch speed 5411 is set to the maximum and motor reverse rotation is instructed. For this reason, the DC motor 8 is reversely rotated at high speed, and the plate side of the dry clutch 3 immediately strokes toward the release side to release. Then, when S≧81 with respect to the stop stroke position S1 immediately before the release side stroke limit Sa, the target clutch speed 34
The dry clutch 3 is stopped and held in the released state while applying the brake in the same way as in the case of connection when + is set to zero. Thus deceleration 11! Just before the vehicle J comes to a stop, the dry clutch 3 is automatically released to prevent the engine from stalling.

In the case of clutch release mentioned above, the clutch stroke position S
Of course, it is calculated according to the clutch movement state using the target clutch speed color and the fruitful latch speed white modeled on 6. Further, the value of the clutch stroke position S is corrected by the motor coasting needle.

Note that the present invention is not limited to the above embodiments.

〔Effect of the invention〕

As described above, according to the present invention, in clutch control, control in region I of the clutch engagement mode is performed based on time, so even in the event of wear of the clutch facing, etc. Moving on to area (3), the connection can be controlled smoothly.

Furthermore, the predetermined time of the timer is corrected so that the transition timing matches the actual connection start point.
It is always possible to appropriately move to area ■ near the start of the connection.

[Brief explanation of drawings]

Figure 1 is a block diagram of a control system in an embodiment of the clutch control method of the present invention, Figure 2 is an overall configuration diagram, Figure 3 (a) is a map of clutch stroke and target clutch speed, and (b) is a map of the clutch stroke and target clutch speed. Map of target clutch speed in region II, (C) is a diagram modeling clutch stroke calculation, Figures 4 to 7 are flowcharts showing clutch control action, and Figure 8 is a characteristic diagram of clutch control. . 3...Dry clutch, 8...DC motor, 27...
Control unit, 42... Clutch connection mode determination section, 45... 1 Area I judgment section, 46... Area ■ judgment section, 47... Area ■ judgment section, 54... Timer, 55. ...Timer time setting section, 5B...Clutch connection start point detection section

Claims (2)

[Claims] (1) Areas I and II divided into three clutch connection modes
, III, and in the control system for the above region I, in a control system in which the actuator strokes the clutch plate side from the release position to the connection start position at high speed, a timer is started at the start of the control for the above region I, and the above timer runs for a predetermined time. A method for controlling a clutch, characterized in that the actuator is stopped when the time period has elapsed, and control is shifted to the region II, and the predetermined time of the timer is corrected by detecting a clutch connection start point. (2) The above-mentioned clutch engagement starting point is detected by a change in engine speed, and when a predetermined time has elapsed, if the change in engine speed is positive, the predetermined time of the timer is corrected by increasing the time, and when the change in engine speed is negative. 2. The clutch control method according to claim 1, wherein the predetermined time of the timer is corrected by decreasing the predetermined time in the above case.