JPH06294422A - Engaging control of dry clutch for automobile and device therefor - Google Patents

Abstract

PURPOSE:To provide a method of engaging control of a dry clutch for automobile and a device therefor to control engagement of the clutch highly accurately. CONSTITUTION:When the amount of operation U of an accelerator 2, the engine speed NE, and the rotation speed NC of a clutch disc are converted into electric signals, and are input into a fuzzy map 6, an aimed clutch value YO is calculated by the fuzzy map, and an electric signal corresponding to the value is output to a servo amplifier 7. The air-pressure proportional to the amount of electrification to a proportional solenoid 5a is output from the servo amplifier to a servo cylinder 4 by a proportional electromagnetic pneumatic control valve 5, and a clutch 3 is engaged by the servo cylinder. Since the aimed clutch value is calculated by the fuzzy map, the clutch can be controlled highly accurately.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control method and device for fuzzy control of an engagement start position using a pneumatic proportional control valve in the engagement control of a dry clutch for an automobile.

[0002]

2. Description of the Related Art Conventionally, in the engagement control of a dry clutch for an automobile, a map is created in advance based on the engine speed, the vehicle speed, the accelerator operation amount, etc., and the on / off valve is set based on the output thereof. The clutch engagement is controlled by operating the air pressure output from the on / off valve. However, the engagement control of the automobile clutch requires a slight change in the engagement start point depending on the vehicle loading conditions, road conditions such as climbing, and operating conditions of facing materials. It must reflect the driver's will. For such control, the conventional on / off valve cannot provide sufficient performance, and the clutch engagement cannot be controlled with high accuracy.

In order to cope with such a problem, the inventor of the present invention uses an electronic pneumatic proportional valve as a manual transmission including a normal clutch and a gear train for the purpose of automatic shifting of a power transmission device of a heavy commercial vehicle. A method of controlling by a pneumatic servo mechanism has already been proposed. However, the map in this control is not only time-consuming and costly to make, but also has a problem that it cannot cope with aging.

[0004]

The problem to be solved by the present invention is to provide a simple means for controlling the engagement of the dry clutch for an automobile without using the map, which requires a lot of time and cost for preparation. An object of the present invention is to provide a control method and a control device that can control the fastening start position with high accuracy.

[0005]

In order to solve the above-mentioned problems, the engagement control method of the present invention, in the engagement control of a dry clutch for an automobile, is an accelerator operation amount, an engine speed, and a clutch disc rotation. A number of signals are input to the fuzzy control device, and the vehicle loading conditions, road conditions, etc. are used as the information amount, and the target value of the clutch is fuzzy inferred by the fuzzy control device based on these signals, and the energization is performed based on the output. It is characterized in that the clutch is engaged by an air pressure proportional control valve that generates an air pressure proportional to the amount.

In the above-mentioned engagement control method, the fuzzy control device includes the accelerator pedal depression speed (DU), the accelerator pedal depression amount at the start of engagement (U _E ), and the rotation speed (N _V ) when the vehicle is retreating when starting uphill. Is the antecedent variable, and the amount of adjustment of the engagement start point (DY _E ) from the engagement reference point (Y _S ) is fuzzy inferred, and their difference (Y _S
-DY _E) correction engagement point (Y _E) the engagement of the clutch is started as, after engagement start of depression of the accelerator (U) and the engine speed (the N _E), correction engagement point (Y _E) The fuzzy inference of the clutch engagement amount (DY) from the engine speed change amount (DN _E ) and the clutch disc speed change amount (D)
N _C ) infers the clutch return amount (DDY),
Based on these, clutch target value _{(Y O) = (Y E} -
DY + DDY) may be output.

In order to solve the above-mentioned problems, the engagement control device for a dry clutch for an automobile according to the present invention converts an accelerator operation amount, an engine speed and a clutch disc speed into electrical signals. The detection means for outputting, the fuzzy control device for deducing the clutch target value by using those signals and the vehicle loading condition, road condition, etc. as an information amount and outputting it as an electric signal, and the output of the fuzzy control device. A servo amplifier that outputs a corresponding current value, an air pressure proportional control valve that outputs an air pressure proportional to the current value based on the output of the servo amplifier, and an air pressure that is output from the proportional control valve drive the clutch. And a servo cylinder that operates.

According to the method and apparatus of the present invention as described above, the engagement start position of the dry clutch can be controlled with high precision by a simple means using a fuzzy control device and a pneumatic proportional control valve driven and controlled by the fuzzy control device. As in the case of the map, it can be provided at a low cost without requiring a lot of time and cost for creating the map.

[0009]

EXAMPLES Prior to the description of the examples, the main symbols and their units used in the examples are shown. D _M : Load control pump / motor displacement volume (cm ³ / rev) M: Total vehicle mass (t) _NE : Engine (drive shaft) speed (rpm) N _C : Clutch disk speed (rpm) N _V: vehicle speed (m / s) U: accelerator depression amount (%) Y: clutch position (mm) Y _O: clutch target value (mm)

FIG. 1 shows an embodiment of an engagement control device for a dry clutch for an automobile according to the present invention. The engagement control device 1 for this clutch includes an accelerator 2, a dry clutch 3 and a servo cylinder for operating the clutch 3. 4 and an electromagnetic pneumatic proportional control valve 5 that outputs a predetermined air pressure to the servo cylinder 4.
When, later clutch target value (Y _O) and fuzzy control device 6 for outputting a signal by calculating the proportional solenoid 5a of the target value (Y _O) pneumatic proportional control valve energization amount corresponding to 5
Output to the servo amplifier 7, the depression amount (U) and the depression speed (dU / dt) of the accelerator 2, the engine speed (N _E ), the clutch disk speed (N _C ), and the clutch position (Y). Are converted into electric signals and input to the fuzzy control device 6, respectively.
3a, 3b. The air pressure proportional control valve 5
Is configured to output an air pressure proportional to the amount of electricity supplied to the proportional solenoid 5a.

The fuzzy control device 6 includes the detection means 2
a, 1a, 3a, clutch target value based on the individual input signals from 3b (Y _O) of and fuzzy inference, clutch target value (Y _O) servo amplifier an electrical signal corresponding to the 7
The servo amplifier 7 supplies the energization amount corresponding to the clutch target value to the proportional solenoid 5a. Accordingly, the air pressure output from the electromagnetic pneumatic proportional control valve 5 to the servo cylinder 4 is a pressure corresponding to the clutch target value calculated in the fuzzy control unit 6 (Y _O).

At the start of the automobile, the driver accurately determines the road conditions, the load capacity, etc., and operates the accelerator and the clutch. The basic idea of these operations is (1)
Do not stall, (2) do not race the engine, (3) have little shock at the moment of clutch engagement, (4) do not move the vehicle backwards when starting uphill, (5) when starting on flat roads and starting at slopes. The change in engagement feeling is as small as possible, (6) the will of the driver is reflected such as slow start, sudden start, and (7) riding on a curb and overcoming obstacles. As input signals that satisfy these ideas, in addition to the information on the accelerator pedal depression amount (U), engine speed (N _E ), clutch disc speed (N _C ), vehicle loading weight, slope inclination angle, engine torque, etc. However, in consideration of the ease and reliability of signal detection and the cost, the above signals are adopted.

Further, as basic engaging conditions of the clutch 3, (1) the clutch is deeply engaged when the accelerator is deeply and quickly stepped, and (2) the clutch is deeply engaged when the engine speed (N _E ) is increased ( 3) The method of determining the accelerator operation amount is adopted by integrating the three conditions that the acceleration of the vehicle reflects the accelerator operation.

[Control Law] The clutch engagement control at the time of starting in the engagement control device 1 is performed under the following three conditions. (1) Learning the engagement reference point When the engine is started, slowly engage the clutch in the neutral state, and set the clutch position where the counter shaft starts to rotate as the engagement reference point (Y _S ).

(2) From Accelerator ON to Engagement Start The accelerator depression speed (dU / dt) from the depression of the accelerator 2 to the engagement start is measured, and the maximum value is taken as the accelerator depression speed (DU) for the fuzzy controller 6 To memorize. Furthermore, at the start of engagement (N _E is 600
Measure the accelerator pedal depression amount (U _E ) at the time of reaching the rpm), and the rotation speed (N _V ) when the vehicle retreats after starting uphill. Then, using these values (DU, U _E , N _V ) as antecedent variables, the amount of engagement start point adjustment (DY _E ) from the engagement reference point (Y _S ) is fuzzy inferred by the fuzzy controller 6, and immediately (Y _S -DY _E) to start the engagement as a correction engagement point (Y _E) (Y _O
Signal is 0 when connected).

(3) From the start of engagement to the end of engagement After the start of engagement, the corrected engagement point (Y) is determined by the accelerator pedal depression amount (U) and engine speed (N _E ).
Estimate the clutch engagement amount (DY) from _E ),
On the other hand, the clutch return value (DDY) is inferred from the engine speed change amount (DN _E ) and the clutch disc speed change amount (DN _C ) to determine the clutch target value as (Y _E -DY
+ DDY) to perform engagement control,
Engine speed (N _E ) and clutch disk speed (N
_{When C} ) becomes equal, the clutch connection is completed.

In the fuzzy inference by the fuzzy controller 6, in order to simplify the procedure, all the control rules correspond to one antecedent variable to one antecedent variable. Also, the maximum value of the grade of each membership function is not fixed, but the antecedent variable can be weighted to facilitate matching with the engine.

Next, as an example of a concrete inference method of the clutch control amount, an example of the engagement start point adjustment amount (DY _E ) that controls the feeling at the time of starting will be shown. FIG. 2 shows an example of a membership function. Using this membership function, GDU _O to GDU are calculated from the accelerator depression speed (DU) and the accelerator depression amount (U _E ) at the start of engagement.
Find _L and GU _{EO to} GU _EL grades.

The fuzzy rules are the following eight items. Rule ₁₁ : If DU = DU _O DY _E = DY _EO Rule ₁₂ : If DU = DU _S DY _E = DY _ES Rule ₁₃ : If DU = DU _M DY _E = DY _EM Rule ₁₄ : DU = DU if _L DY _E = DY _EL rule _15: U _E = U if _EO DY _E = DY _EO rule _16: U _E = if U _ES DY _E = DY _ES rule _17: U _E = U _EM If so, DY _E = DY _EM Rule ₁₈ : If U _E = U _EL , then DY _E = DY _EL

From these rules, the membership function of the consequent variable in FIG. 3, and the grades obtained above, the inference result (DY _E ) is obtained by the following equation. A _O = (GDU _O + GU _EO ) * DY _EO A _S = (GDU _S + GU _ES ) * DY _ES A _M = (GDU _M + GU _EM ) * DY _EM A _L = (GDU _L + GU _EL ) * DY _EL DY _E = (A _O + A _S + A _M + A _L ) / (GDU + GU
_E ) Furthermore, when the vehicle moves backward when starting uphill, adjust (DY _E ) using the same inference method as above. As the membership function, in addition to the example shown in FIG.
Other membership functions shown in AC are also possible.

Next, the clutch engagement control test at the time of starting and the result will be shown. [Testing device] In the test, a starting test was carried out by a hydraulic simulated load testing device using an actual commercial vehicle transmission. FIG. 5 is a hydraulic circuit diagram thereof. Drive side hydraulic motor (M
The output torque of 1: D _M = 58 cm ³ / rev) is controlled by using an electromagnetic pneumatic proportional control valve (EPRV1) to generate a torque according to the accelerator depression amount. The maximum torque set in this test was 150 Nm, and the maximum rotation speed was 1600 rpm. The clutch is a dry single plate coil spring type, the transmission has 6 stages of forward movement, and almost the same manual type as a normal 4ton car is used.

The load is the electromagnetic air pressure proportional control valve (EPRV) which is the hydraulic pressure difference between the input and output ports of the oblique shaft type piston motor (M2: D _M = 58 cm ³ / rev) which is a hydraulic pump / motor.
3 and EPRV 4), both forward and reverse rotations are possible, and hill start can be simulated. Further, by generating a load pressure proportional to the rotational angular acceleration of the transmission output shaft, an inertial load is applied without using an inertial body. Figure 6 shows the characteristics of apparent inertial load.
The feedback gain of the angular acceleration is changed and the magnitude is set. This is the result of testing with the clutch engaged and the input torque varied stepwise.

[Comparison Between Proportional Control and Fuzzy Control] (1) Starting on a flat road FIG. 7 shows a starting test result when clutch engagement is performed by engine speed proportional control. Total vehicle mass is about 4
t, The viscous resistance seen from the clutch facing is 0.0
2Nm / rpm (0.14 Nm / (km / h)), constant load (vehicle weight load due to gravity) is 0 (N), that is, assuming a start on a flat road, accelerator amount is 38% of full throttle did. It is said that the acceleration when starting is 0.3 g (g is gravitational acceleration), which is neither slow nor fast, but in this case it is about 0.05 g, which is a very slow start. It will be. Also, it takes about 2 seconds from starting to step on the accelerator until it starts. FIG. 8 shows the results of the start test by fuzzy control assuming a flat road. The conditions were the same as for proportional control. The time from when the accelerator is started to when the vehicle starts to start is about 1 second, which is half the engine rotation speed proportional control.

(2) Start of uphill road FIG. 9 shows the test results assuming the start of uphill road by engine speed proportional control. The climbing resistance seen from the clutch disc is about 50 Nm, which corresponds to a slope angle of about 1 degree. The accelerator speed was faster than that on a flat road, and the accelerator amount was 50%. The receding amount is about 0.3 m, which is not preferable. Moreover, the acceleration at the time of starting is about the same as that at the time of a flat road. FIG. 10 shows the test results of starting uphill roads by fuzzy control. The test was conducted under the same conditions as the proportional control uphill start test. The time required to start running is shortened to about 65% of proportional control, and the amount of retreat is also significantly reduced to about 2 cm. The starting acceleration is not much different from that on a flat road,
About 0.07 g was obtained.

(3) Inching FIG. 11 shows an example of a case where a person wants to climb a curb, climb over an obstacle, or move slightly. Such control cannot be performed by proportional control. For the accelerator operation by fuzzy control, first, when the engine was in the half-clutch state and the rotation of the engine was increased, the pedal was slightly depressed as shown in the figure and immediately returned. By such operation,
The clutch can be engaged for a short time and then returned immediately. As a result, inching could be performed as shown in FIG.

[0026]

According to the method and apparatus of the present invention detailed above, the clutch target value is set in the fuzzy controller based on the signals of the accelerator operation amount, the engine speed, and the clutch disk speed. Since the servo cylinder is calculated and the clutch is engaged by the air pressure proportional to the energization amount corresponding to the target value, the engagement of the clutch can be controlled with high accuracy. Further, since the signal input to the fuzzy control device can be detected with high precision by means that is easy to detect and relatively inexpensive,
The cost of the control device can be reduced and is not affected by the aging of the clutch. Further, since the number of signals input to the fuzzy control device is small, it is easy to create the fuzzy control device.

[Brief description of drawings]

FIG. 1 is a configuration diagram of an embodiment of the present invention.

FIG. 2 is an explanatory diagram showing an example of a membership function of an accelerator depression amount and a depression velocity.

FIG. 3 is an explanatory diagram of an example of a membership function of a consequent part variable.

4A to 4C are diagrams showing other examples of membership functions.

FIG. 5 is a hydraulic circuit diagram of a simulated load test device used for a clutch engagement control test.

FIG. 6 is a characteristic diagram of an apparent inertial load in the test device.

FIG. 7 is a diagram of a start test by engine speed proportional control.

FIG. 8 is a diagram of a start test by fuzzy control.

FIG. 9 is a diagram of an uphill start test by engine speed proportional control.

FIG. 10 is a diagram of an uphill start test by fuzzy control.

FIG. 11 is a diagram of an inching test by fuzzy control.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engagement control device 2 Accelerator 3 Clutch 4 Servo cylinder 5 Electromagnetic pneumatic proportional control valve 5a Proportional solenoid 6 Fuzzy control device 7 Servo amplifiers 1a, 2a, 3a, 3b Detection means

Claims (3)

[Claims] 1. In the engagement control of a dry clutch for an automobile, signals of an accelerator operation amount, an engine speed and a clutch disk speed are input to a fuzzy control device, and a loading condition of a vehicle, a road condition, etc. As the information amount, fuzzy inference is performed on the clutch target value in the fuzzy control device based on those signals, and the clutch is engaged by an air pressure proportional control valve that generates air pressure proportional to the energization amount based on the output. A method for controlling engagement of a dry clutch for an automobile. 2. In the fuzzy control device, the accelerator depression speed (DU), the accelerator depression amount (U _E ) at the start of engagement, and the rotation speed (N _V ) when the vehicle retreats at the start of an uphill road are variables of the antecedent part. and fuzzy inference the engagement start point adjustment amount (DY _E) from engage reference point (Y _S), to initiate engagement of the clutch and the difference of (Y _S -DY _E) as a correction engage point (Y _E), eNGAGE After the start, depending on the accelerator pedal depression amount (U) and engine speed (N _E ), the correction engagement point (Y
The clutch engagement amount (DY) from _E ) is fuzzy inferred, and the clutch return amount (DDY) is inferred from the engine speed change amount (DN _E ) and the clutch disc speed change amount (DN _C ). based on these, clutch target value _{(Y O) = (Y E} -
The method for controlling engagement of a dry clutch for an automobile according to claim 1, wherein DY + DDY) is output. 3. An engagement control device for performing engagement control of a dry clutch for an automobile, wherein an accelerator operation amount, an engine speed, and a clutch disk speed are converted into electrical signals and output. Corresponding to the detection means, a fuzzy control device that fuzzy infers the clutch target value by using those signals and the vehicle loading condition, road condition, etc. as the information amount, and outputs it as an electrical signal, and the output of the fuzzy control device. A servo amplifier that outputs a current value, an air pressure proportional control valve that outputs an air pressure proportional to the current value based on the output of the servo amplifier, and a servo that operates by the air pressure output from the proportional control valve to operate a clutch. An engagement control device for a dry clutch for an automobile, comprising: a cylinder.