WO2020189426A1 - Dispositif de commande d'embrayage - Google Patents

Dispositif de commande d'embrayage Download PDF

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Publication number
WO2020189426A1
WO2020189426A1 PCT/JP2020/010418 JP2020010418W WO2020189426A1 WO 2020189426 A1 WO2020189426 A1 WO 2020189426A1 JP 2020010418 W JP2020010418 W JP 2020010418W WO 2020189426 A1 WO2020189426 A1 WO 2020189426A1
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WIPO (PCT)
Prior art keywords
clutch
target value
hydraulic pressure
control target
slip
Prior art date
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PCT/JP2020/010418
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English (en)
Japanese (ja)
Inventor
康平 松浦
圭淳 根建
達也 竜▲崎▼
森田　豪
惇也 小野
Original Assignee
本田技研工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to JP2021507237A priority Critical patent/JP7106745B2/ja
Publication of WO2020189426A1 publication Critical patent/WO2020189426A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure

Definitions

  • the present invention relates to a clutch control device.
  • the present application claims priority based on Japanese Patent Application No. 2019-048398 filed in Japan on March 15, 2019, the contents of which are incorporated herein by reference.
  • Patent Document 1 Conventionally, in a clutch device provided in a torque transmission path between an engine and a wheel, there is a clutch device provided with a slipper cam mechanism that releases back torque by axially moving the clutch center (see, for example, Patent Document 1).
  • the clutch device in Patent Document 1 engages with a washer member until the rotation speed of the clutch center reaches a threshold value to regulate the axial movement of the clutch center, and when the rotation speed of the clutch center exceeds the threshold value, a centrifugal force is applied. It is equipped with a plunger mechanism that is activated by the clutch to release the engagement. That is, Patent Document 1 describes that the clutch capacity of a mechanical slipper clutch is reduced when a predetermined number of revolutions is reached.
  • the conventional mechanical slipper clutch has a mechanism to reduce the clutch capacity in the connected state (operate in the disconnecting direction) when the vehicle speed and the engine speed satisfy one predetermined condition. There is.
  • the timing of reducing the clutch capacity differs depending on the engine speed and the estimated torque according to the throttle opening, the vehicle condition such as the bank angle of the vehicle body, and the like.
  • the clutch capacity cannot be freely changed according to the state of the vehicle or the like, so that the optimum clutch capacity may not be output.
  • an object of the present invention is to enable the clutch control device to output an optimum clutch capacity.
  • the clutch control device drives the engine, the transmission, the clutch device for connecting and disconnecting the power transmission between the engine and the transmission, and the clutch device to obtain the clutch capacity.
  • a clutch actuator to be changed a clutch operator for the driver to operate the clutch device, a clutch operation amount sensor for detecting the operation amount for the clutch operator, and a control unit for calculating a control target value of the clutch capacity.
  • the control unit calculates the engine estimated torque, sets the slip control target value at which the clutch device starts to slip according to the engine estimated torque, and the control unit sets the slip control target value of the clutch operator. When the control target value set according to the operation amount exceeds the slip control target value, the slip control target value is corrected according to the operation amount of the clutch operator.
  • control unit may correct the slip control target value by multiplying the slip control target value by a correction coefficient according to the operation amount of the clutch operator.
  • control unit may change the slip control target value according to the state of the vehicle.
  • the control unit has the slip control target value when the estimated engine torque is less than a predetermined value. May be set.
  • the clutch differential rotation which is the difference between the upstream rotation and the downstream rotation of the clutch device, is predetermined.
  • the slip control target value may be set.
  • the control unit calculates the engine estimated torque, and the slip control target value of the clutch device can be set according to the engine estimated torque.
  • the slip control target value at which the clutch device starts to slip can be optimally set according to the estimated engine torque.
  • the slip control target value can be corrected according to the operation amount of the clutch operator.
  • the slip control target value can be corrected by reflecting the driver's intention. In this way, the optimum clutch capacity can be output according to the estimated engine torque and the clutch operation.
  • the slip control target value set according to the estimated engine torque is corrected by multiplying the slip control target value which changes according to the operation amount of the clutch operator. Only by doing so, the slip control target value corrected according to the clutch operation amount can be set, and the control can be simplified and the cost can be reduced.
  • the slip control target value is changed according to the state of the vehicle (bank angle of the vehicle body, etc.), so that the optimum slip control is performed according to the state of the vehicle.
  • the target value can be set.
  • the slip control target value is set to set the optimum slip control target value. It can be limited to the case where the estimated engine torque is less than a predetermined value (deceleration state of the vehicle).
  • the slip control target value is set to set the optimum clutch capacitance at the clutch difference. It can be limited to the case where the rotation exceeds a predetermined value (strong engine braking state).
  • this embodiment is applied to a motorcycle 1 which is a saddle-riding vehicle.
  • the front wheels 2 of the motorcycle 1 are supported by the lower ends of a pair of left and right front forks 3.
  • the upper parts of the left and right front forks 3 are supported by the head pipe 6 at the front end of the vehicle body frame 5 via the steering stem 4.
  • a bar-type steering handle 4a is mounted on the top bridge of the steering stem 4.
  • the vehicle body frame 5 includes a head pipe 6, a main tube 7 extending downward and rearward from the head pipe 6 in the vehicle width direction (left-right direction) center, and left and right pivot frames 8 connected below the rear end portion of the main tube 7. It includes a tube 7 and a seat frame 9 connected to the rear of the left and right pivot frames 8.
  • the front end portion of the swing arm 11 is pivotally supported on the left and right pivot frames 8 so as to be swingable.
  • the rear wheel 12 of the motorcycle 1 is supported at the rear end of the swing arm 11.
  • the fuel tank 18 is supported above the left and right main tubes 7.
  • a front seat 19 and a rear seat cover 19a are supported side by side in front of and behind the seat frame 9 behind the fuel tank 18.
  • the periphery of the seat frame 9 is covered with a rear cowl 9a.
  • the power unit PU which is the prime mover of the motorcycle 1, is suspended.
  • the power unit PU is linked to the rear wheel 12 via a chain type transmission mechanism.
  • the power unit PU integrally has an engine (internal combustion engine) 13 located on the front side thereof and a transmission 21 located on the rear side thereof.
  • the engine 13 is a multi-cylinder engine in which the rotation axis of the crankshaft 14 (hereinafter, also referred to as “crankshaft 14”) is aligned in the left-right direction (vehicle width direction).
  • crankshaft 14 also referred to as “crankshaft 14”
  • the engine 13 has a cylinder 16 standing above the front portion of the crankcase 15.
  • the rear portion of the crankcase 15 is a transmission case 17 that houses the transmission 21.
  • the transmission 21 is a stepped transmission having a main shaft 22, a counter shaft 23, and a transmission gear group 24 straddling both shafts 22, 23.
  • the counter shaft 23 (hereinafter, also referred to as “counter shaft 23”) constitutes the output shaft of the transmission 21 and the power unit PU.
  • the end of the counter shaft 23 projects to the left side of the rear part of the crankcase 15 and is connected to the rear wheel 12 via the chain type transmission mechanism.
  • the transmission gear group 24 has gears corresponding to the number of gears supported by both shafts 22 and 23, respectively.
  • the transmission 21 is of a constant meshing type in which the corresponding gear pairs of the shifting gear group 24 are always meshed between the shafts 22 and 23.
  • the plurality of gears supported by the shafts 22 and 23 are classified into a free gear that can rotate with respect to the corresponding shaft and a slide gear (shifter) that is spline-fitted to the corresponding shaft.
  • One of the free gear and the slide gear is provided with a dog that is convex in the axial direction, and the other is provided with a slot that is concave in the axial direction so as to engage the dog. That is, the transmission 21 is a so-called dog mission.
  • the main shaft 22 and the counter shaft 23 of the transmission 21 are arranged side by side behind the crankshaft 14.
  • a clutch device 26 actuated by the clutch actuator 50 is coaxially arranged at the right end of the main shaft 22.
  • the clutch device 26 is a wet multi-plate clutch, which is a so-called normal open clutch. That is, the clutch device 26 is in a connected state in which power can be transmitted by supplying hydraulic pressure from the clutch actuator 50, and returns to a disconnected state in which power cannot be transmitted when the hydraulic pressure is not supplied from the clutch actuator 50.
  • the rotational power of the crankshaft 14 is transmitted to the main shaft 22 via the clutch device 26, and is transmitted from the main shaft 22 to the counter shaft 23 via any gear pair of the transmission gear group 24. ..
  • the drive sprocket 27 of the chain type transmission mechanism is attached to the left end portion of the counter shaft 23 that protrudes to the rear left side of the crankcase 15.
  • a change mechanism 25 for switching gear pairs of the transmission gear group 24 is housed above the rear of the transmission 21.
  • the change mechanism 25 operates a plurality of shift forks 36a according to the pattern of lead grooves formed on the outer circumference of the hollow cylindrical shift drum 36 parallel to both shafts 22 and 23, and the transmission gear group 24 The gear pair used for power transmission between both shafts 22 and 23 is switched.
  • the change mechanism 25 has a shift spindle 31 parallel to the shift drum 36.
  • the shift arm 31a fixed to the shift spindle 31 rotates the shift drum 36, and the shift fork 36a is axially moved according to the pattern of the lead groove to move the shift gear group.
  • the power-transmitting gear pair of the 24 is switched (that is, the gear is switched).
  • the shift spindle 31 projects the shaft outer portion 31b to the outside (left side) of the crankcase 15 in the vehicle width direction so that the change mechanism 25 can be operated.
  • a shift load sensor 73 (shift operation detecting means) is coaxially attached to the shaft outer portion 31b of the shift spindle 31 (see FIG. 1).
  • a swing lever 33 is attached to the shaft outer portion 31b (or the rotation shaft of the shift load sensor 73) of the shift spindle 31.
  • the swing lever 33 extends rearward from the base end portion 33a clamped and fixed to the shift spindle 31 (or the rotating shaft), and the upper end portion of the link rod 34 swings at the tip end portion 33b via the upper ball joint 34a. It is connected freely.
  • the lower end of the link rod 34 is swingably connected to a shift pedal 32 operated by the driver with his / her foot via a lower ball joint (not shown).
  • the front end portion of the shift pedal 32 is supported on the lower part of the crankcase 15 so as to be vertically swingable via an axis along the left-right direction.
  • a pedal portion for hanging the toes of the driver placed on the step 32a is provided at the rear end portion of the shift pedal 32, and a lower end portion of the link rod 34 is connected to the front-rear intermediate portion of the shift pedal 32.
  • a shift change device 35 for switching the transmission gear of the transmission 21 is configured including a shift pedal 32, a link rod 34, and a change mechanism 25.
  • an aggregate (shift drum 36, shift fork 36a, etc.) for switching the shift stage of the transmission 21 in the transmission case 17 is called a shift operation unit 35a, and a shift operation to the shift pedal 32 is input.
  • An aggregate (shift spindle 31, shift arm 31a, etc.) that rotates around the axis of the shift spindle 31 and transmits this rotation to the shift operating unit 35a is called a shift operation receiving unit 35b.
  • the driver only performs the shifting operation of the transmission 21 (foot operation of the shift pedal 32), and the clutch device 26 is automatically engaged and disconnected by electric control according to the operation of the shift pedal 32.
  • the so-called semi-automatic transmission system (automatic clutch type transmission system) is adopted.
  • the speed change system includes a clutch actuator 50, an ECU 60 (Electronic Control Unit), and various sensors 71 to 76.
  • the ECU 60 includes a bank angle sensor 71 that detects the bank angle of the vehicle body, a gear position sensor 72 that detects the shift stage from the rotation angle of the shift drum 36, and a shift load sensor 73 that detects the operating torque input to the shift spindle 31 ( For example, based on the detection information from the torque sensor) and various vehicle state detection information from the throttle opening sensor 74 for detecting the throttle opening, the vehicle speed sensor 75, the engine rotation speed sensor 76 for detecting the engine rotation speed, and the like.
  • the operation of the clutch actuator 50 is controlled, and the operation of the ignition device 46 and the fuel injection device 47 is controlled. Detection information from the hydraulic sensors 57 and 58, which will be described later, and the shift operation detection switch (shift neutral switch) 48 is also input to the ECU 60. Further, the ECU 60 includes a hydraulic control unit (clutch control unit) 61 and a storage unit 62, and their functions will be described later.
  • the clutch actuator 50 can control the hydraulic pressure for connecting and disconnecting the clutch device 26 by controlling the operation by the ECU 60.
  • the clutch actuator 50 includes an electric motor 52 (hereinafter, simply referred to as “motor 52”) as a drive source, and a master cylinder 51 driven by the motor 52.
  • the clutch actuator 50 constitutes an integrated clutch control unit 50A together with a hydraulic circuit device 53 provided between the master cylinder 51 and the hydraulic supply / discharge port 50p.
  • the ECU 60 calculates a target value (target oil pressure) of the hydraulic pressure supplied to the slave cylinder 28 to engage and disengage the clutch device 26 based on a preset calculation program, and the slave cylinder detected by the downstream oil pressure sensor 58.
  • the clutch control unit 50A is controlled so that the hydraulic pressure on the 28 side (slave hydraulic pressure) approaches the target hydraulic pressure.
  • the master cylinder 51 strokes the piston 51b in the cylinder body 51a by driving the motor 52 so that the hydraulic oil in the cylinder body 51a can be supplied and discharged to the slave cylinder 28.
  • reference numeral 55 indicates a conversion mechanism as a ball screw mechanism
  • reference numeral 54 indicates a transmission mechanism straddling the motor 52 and the conversion mechanism 55
  • reference numeral 51e indicates a reservoir connected to the master cylinder 51.
  • the hydraulic circuit device 53 has a valve mechanism (solenoid valve 56) that opens or shuts off an intermediate portion of a main oil passage (hydraulic oil supply / exhaust passage) 53 m extending from the master cylinder 51 to the clutch device 26 side (slave cylinder 28 side). are doing.
  • the main oil passage 53m of the hydraulic circuit device 53 is divided into an upstream oil passage 53a on the master cylinder 51 side of the solenoid valve 56 and a downstream oil passage 53b on the slave cylinder 28 side of the solenoid valve 56. ..
  • the hydraulic circuit device 53 further includes a bypass oil passage 53c that bypasses the solenoid valve 56 and connects the upstream oil passage 53a and the downstream oil passage 53b.
  • the solenoid valve 56 is a so-called normally open valve.
  • the bypass oil passage 53c is provided with a one-way valve 53c1 that allows hydraulic oil to flow only in the direction from the upstream side to the downstream side.
  • an upstream oil pressure sensor 57 for detecting the oil pressure of the upstream oil passage 53a is provided.
  • a downstream oil pressure sensor 58 for detecting the oil pressure of the downstream oil passage 53b is provided.
  • the clutch control unit 50A is housed in the rear cowl 9a.
  • the slave cylinder 28 is attached to the rear left side of the crankcase 15.
  • the clutch control unit 50A and the slave cylinder 28 are connected via a hydraulic pipe 53e (see FIG. 3).
  • the slave cylinder 28 is coaxially arranged on the left side of the main shaft 22.
  • the slave cylinder 28 presses the push rod 28a penetrating the inside of the main shaft 22 to the right when the hydraulic pressure is supplied from the clutch actuator 50.
  • the slave cylinder 28 operates the clutch device 26 in the connected state via the push rod 28a.
  • the slave cylinder 28 releases the pressure on the push rod 28a and returns the clutch device 26 to the disengaged state.
  • a solenoid valve 56 is provided in the hydraulic circuit device 53 of the clutch control unit 50A, and the solenoid valve 56 is closed after supplying hydraulic pressure to the clutch device 26 side.
  • the supply hydraulic pressure to the clutch device 26 side is maintained, and the hydraulic pressure is supplemented by the pressure drop (recharges by the leak amount) to suppress energy consumption.
  • the solenoid valve 56 When supplying hydraulic pressure from the master cylinder 51 side to the slave cylinder 28 side, the solenoid valve 56 is opened, the motor 52 is energized to drive the motor 52 in the forward rotation, and the master cylinder 51 is pressurized. As a result, the hydraulic pressure on the slave cylinder 28 side is adjusted to the clutch engagement hydraulic pressure. At this time, the drive of the clutch actuator 50 is feedback-controlled based on the detected hydraulic pressure of the downstream hydraulic pressure sensor 58.
  • the shifting is performed immediately after the clutch device 26 is filled with hydraulic pressure.
  • the motor 52 is reversely driven while the solenoid valve 56 is in the valve open state to reduce the pressure in the master cylinder 51 and communicate with the reservoir 51e.
  • the hydraulic pressure on the clutch device 26 side is relieved to the master cylinder 51 side.
  • the drive of the clutch actuator 50 is feedback-controlled based on the detected hydraulic pressure of the upstream hydraulic pressure sensor 57.
  • the hydraulic pressure on the downstream side may rise due to a temperature rise or the like. If the hydraulic pressure fluctuates on the downstream side, it can be absorbed by an accumulator (not shown), and the motor 52 and the solenoid valve 56 are not operated every time the hydraulic pressure fluctuates to increase the power consumption.
  • the solenoid valve 56 is gradually opened to the downstream side by reducing the power supply to the solenoid valve 56 or the like. Relieves the hydraulic pressure of the valve to the upstream side.
  • the slave cylinder 28 is in a standby state in which the standby hydraulic pressure WP is applied.
  • the standby hydraulic pressure WP is a hydraulic pressure slightly lower than the touch point hydraulic pressure TP that starts the connection of the clutch device 26, and is a hydraulic pressure that does not connect the clutch device 26 (hydraulic pressure applied in regions A and H in FIG. 5).
  • the motorcycle 1 of the present embodiment changes from the first gear to the neutral with respect to the shift pedal 32 in the in-gear stopped state in which the gear position of the transmission 21 is in the in-gear state of the first gear and the vehicle speed is less than the set value corresponding to the stop. Control is performed to reduce the standby hydraulic pressure WP supplied to the slave cylinder 28 when the shift operation is performed.
  • the slave cylinder 28 When the motorcycle 1 is in the stopped state and the gear position of the transmission 21 is in any of the gear positions other than neutral, that is, when the transmission 21 is in the in-gear stopped state, the slave cylinder 28 The standby hydraulic pressure WP set in advance is supplied to.
  • the standby hydraulic pressure WP is set to the first set value P1 (see FIG. 5), which is the standard standby hydraulic pressure, in the normal state (in the case of a non-detection state in which the shift operation of the shift pedal 32 is not detected).
  • P1 the standard standby hydraulic pressure
  • the clutch device 26 is put into a standby state in which the clutch device 26 is invalidated, and the responsiveness when the clutch is engaged is enhanced. That is, when the driver increases the throttle opening to increase the rotation speed of the engine 13, the clutch device 26 is immediately started to be engaged by supplying hydraulic pressure to the slave cylinder 28, and the motorcycle 1 is rapidly started and accelerated. It will be possible.
  • the motorcycle 1 is provided with a shift operation detection switch 48 in addition to the shift load sensor 73 in order to detect the driver's shift operation with respect to the shift pedal 32. Then, when the shift operation detection switch 48 detects the shift operation from the first speed to the neutral state in the in-gear stopped state, the hydraulic pressure control unit 61 sets the standby hydraulic pressure WP from the first set value P1 before the shift operation. Control is performed to set the second set value P2 (low pressure standby hydraulic pressure, see FIG. 5), which is also low.
  • P2 low pressure standby hydraulic pressure
  • the standard standby hydraulic pressure corresponding to the first set value P1 is normally supplied to the slave cylinder 28, so that the clutch device 26 is slightly dragged.
  • the dogs and slots (dog holes) that mesh with each other in the dog clutch of the transmission 21 may press each other in the rotational direction, causing resistance to disengage and making the shift operation heavier.
  • the standby hydraulic pressure WP supplied to the slave cylinder 28 is lowered to the low pressure standby hydraulic pressure equivalent to the second set value P2, the dog and the slot are easily disengaged, and the shift operation is lightened. Become.
  • the clutch control device 60A of the present embodiment has three types of clutch control modes.
  • the clutch control mode is a clutch control mode changeover switch 59 (FIG. 4) between three modes: an auto mode M1 for automatic control, a manual mode M2 for manual operation, and a manual intervention mode M3 for temporary manual operation. (See) and the clutch lever (clutch operator) 4b (see FIG. 1) are operated to make appropriate transitions.
  • the target including the manual mode M2 and the manual intervention mode M3 is referred to as a manual system M2A.
  • the auto mode M1 is a mode in which the clutch device 26 is controlled by calculating the clutch capacity suitable for the running state by automatic start / shift control.
  • the manual mode M2 is a mode in which the clutch capacity is calculated in response to a clutch operation instruction by the occupant to control the clutch device 26.
  • the manual intervention mode M3 is a temporary manual operation mode in which the clutch operation instruction from the occupant is received during the auto mode M1, the clutch capacity is calculated from the clutch operation instruction, and the clutch device 26 is controlled. It is set to return to the auto mode M1 when the occupant stops (completely releases) the operation of the clutch lever 4b during the manual intervention mode M3.
  • the clutch control device 60A of the present embodiment drives the clutch actuator 50 (see FIG. 3) to generate clutch control hydraulic pressure. Therefore, when the system is started, the clutch control device 60A starts control from the clutch-off state (disengaged state) in the auto mode M1. Further, the clutch control device 60A is set to return to the clutch off in the auto mode M1 because the clutch operation is not required when the engine 13 is stopped.
  • the clutch control device 60A constitutes a clutch control system together with the clutch lever 4b.
  • the auto mode M1 basically performs clutch control automatically, and enables the motorcycle 1 to run without lever operation.
  • the clutch capacity is controlled by the throttle opening, the engine speed, the vehicle speed, and the shift sensor output.
  • the motorcycle 1 can be started by only the throttle operation without stalling (engine stop), and can be changed only by the shift operation.
  • the clutch device 26 may be automatically disengaged at an extremely low speed equivalent to idling.
  • the manual intervention mode M3 is set by grasping the clutch lever 4b, and the clutch device 26 can be arbitrarily disengaged.
  • the clutch capacity is controlled by the lever operation by the occupant.
  • the auto mode M1 and the manual mode M2 can be switched by operating the clutch control mode changeover switch 59 (see FIG. 4) while the vehicle is stopped.
  • the clutch control device 60A may include an indicator indicating that the lever operation is effective at the time of transition to the manual system M2A (manual mode M2 or manual intervention mode M3).
  • the clutch is basically controlled manually, and the clutch hydraulic pressure can be controlled according to the operating angle of the clutch lever 4b.
  • the engagement and disengagement of the clutch device 26 can be controlled at the will of the occupant, and the clutch device 26 can be connected and traveled even at an extremely low speed equivalent to idling.
  • the clutch control automatically intervenes during the shift operation.
  • the clutch actuator 50 automatically engages and disengages the clutch device 26, but by manually operating the clutch lever 4b, the manual operation is temporarily intervened in the automatic control of the clutch device 26. It is possible (manual intervention mode M3).
  • a clutch lever 4b as a clutch manual operator is attached to the base end side (inside in the vehicle width direction) of the left grip of the steering handle 4a.
  • the clutch lever 4b does not have a mechanical connection with the clutch device 26 using a cable, hydraulic pressure, or the like, and functions as an operator for transmitting a clutch operation request signal to the ECU 60. That is, the motorcycle 1 employs a clutch-by-wire system in which the clutch lever 4b and the clutch device 26 are electrically connected.
  • the clutch lever 4b is integrally provided with a clutch lever operation amount sensor (clutch operation amount sensor) 4c for detecting the operation amount (rotation angle) of the clutch lever 4b.
  • the clutch lever operation amount sensor 4c converts the operation amount of the clutch lever 4b into an electric signal and outputs it.
  • the ECU 60 drives the clutch actuator 50 based on the output of the clutch lever operation amount sensor 4c.
  • the clutch lever 4b and the clutch lever operation amount sensor 4c may be integrated or separate from each other.
  • the motorcycle 1 is provided with a clutch control mode changeover switch 59 for switching the control mode for clutch operation.
  • the clutch control mode changeover switch 59 arbitrarily switches between an auto mode M1 that automatically performs clutch control and a manual mode M2 that manually performs clutch control in response to an operation of the clutch lever 4b under a predetermined condition. Make it possible.
  • the clutch control mode changeover switch 59 is provided on the handle switch attached to the steering handle 4a. As a result, the occupant can easily operate the vehicle during normal operation.
  • the clutch control device 60A of the present embodiment calculates a control target value of the clutch capacity (hereinafter, also simply referred to as a “control target value”).
  • the clutch control device 60A calculates the engine estimated torque by applying the engine speed and the throttle opening degree to the engine estimated torque map.
  • the engine estimated torque is an engine torque corresponding to the engine speed and the throttle opening degree, and is calculated from the engine estimated torque map (see FIG. 8).
  • the engine estimated torque map is created based on the measured values of the engine speed and the throttle opening.
  • the engine estimated torque map is stored in advance in the storage unit 62 (see FIG. 4).
  • FIG. 8 shows an example of an engine estimated torque map according to the embodiment.
  • the vertical axis represents the throttle opening t1 to t10 [%]
  • the horizontal axis represents the engine speed r1 to r10 [rpm].
  • q1 to q10 indicate the engine estimated torque [Nm] (hereinafter, also simply referred to as “torque value”), and when the torque value is minus ( ⁇ ) (hatched portion in the map of FIG. 8). It indicates the deceleration state (that is, the engine braking state).
  • the estimated engine torque tends to increase as the throttle opening increases.
  • the decelerated region region where the torque value is negative
  • the ECU 60 calculates the engine estimated torque by applying the engine speed and the throttle opening to the engine estimated torque map. For example, in FIG. 8, when the engine speed is r5 and the throttle opening degree is t2, the estimated engine torque is calculated as ⁇ q4.
  • the clutch control device 60A sets the slip clutch capacity (slip control target value) of the clutch device 26 according to the estimated engine torque.
  • the slip clutch capacity corresponds to the upper limit of the clutch capacity in which the clutch device 26 slips. That is, the slip clutch capacity means the clutch capacity when the clutch device 26 starts to slip, out of the clutch capacity when the clutch device 26 is connected.
  • the control target value of the clutch device 26 is less than the slip clutch capacity, slip occurs in the clutch device 26.
  • the clutch control device 60A calculates the clutch difference rotation, which is the difference between the upstream rotation and the downstream rotation of the clutch device 26, and outputs different control target values according to the clutch difference rotation.
  • the clutch control device 60A sets the slip clutch capacity when the clutch differential rotation exceeds a predetermined value (when the engine brake is strong).
  • the upstream rotation of the clutch device 26 corresponds to the input rotation of the clutch device 26
  • the downstream rotation of the clutch device 26 corresponds to the output rotation of the clutch device 26. That is, the clutch differential rotation corresponds to the difference between the input rotation and the output rotation of the clutch device 26.
  • the clutch differential rotation increases as the engine brake is stronger.
  • the clutch control device 60A of the present embodiment changes the timing at which the clutch device 26 is slipped according to the vehicle conditions such as the clutch differential rotation, the bank angle, and the gear position, in addition to the engine estimated torque.
  • the clutch control device 60A changes the slip clutch capacity according to the vehicle conditions such as clutch differential rotation, bank angle, and gear position (see FIG. 9).
  • the clutch control device 60A corrects the slip clutch capacity according to the operation amount of the clutch lever 4b.
  • This correction is a correction (correction for reducing the capacity) in which the slip clutch capacity is multiplied by a correction coefficient of "1" or less, which changes according to the operation amount of the clutch lever 4b.
  • This control flow is repeatedly executed in a specified control cycle (1 to 10 msec) when the auto mode M1 is selected.
  • the ECU 60 determines whether or not the estimated engine torque is less than a predetermined value (step S1).
  • the ECU 60 determines whether or not the estimated engine torque is smaller than a predetermined value (hereinafter, also referred to as “torque threshold value”).
  • torque threshold value a predetermined value
  • the torque threshold is set to 0 [Nm].
  • step S1 If YES (engine estimated torque is less than a predetermined value) in step S1, the process proceeds to step S2.
  • the process proceeds to step S2.
  • the process proceeds to step S5.
  • step S2 the ECU 60 determines whether or not the clutch differential rotation exceeds a predetermined value (hereinafter, also referred to as “rotation speed threshold”).
  • rotation speed threshold is set to 300 [rpm].
  • step S2 the clutch differential rotation exceeds a predetermined value
  • the process proceeds to step S3.
  • the clutch differential rotation exceeds the rotation speed threshold value (for example, 300 [rpm]) and the clutch downstream rotation speed is larger than the clutch upstream rotation speed
  • the process proceeds to step S3. That is, when the number of revolutions of the rear wheels is excessively high and the strong engine brake is applied, the process proceeds to step S3.
  • NO clutch differential rotation is equal to or less than a predetermined value
  • step S3 it is possible to intervene a manual operation (manual operation) in the automatic control of the clutch device 26.
  • NO hydraulic pressure based on the lever angle is equal to or less than the upper limit hydraulic pressure
  • step S4 the hydraulic pressure based on the lever angle exceeds the upper limit hydraulic pressure
  • step S3 the ECU 60 determines whether or not the hydraulic pressure based on the lever angle exceeds the preset upper limit hydraulic pressure (hereinafter, also referred to as “hydraulic threshold”).
  • the oil pressure threshold is set to 500 [kPa].
  • the hydraulic pressure based on the lever angle is the hydraulic pressure calculated based on the operating amount of the clutch lever 4b (clutch lever operating angle).
  • the upper limit hydraulic pressure is a hydraulic pressure that can be determined that the clutch device 26 is connected (torque is transmitted).
  • the upper limit hydraulic pressure corresponds to the hydraulic pressure immediately before automatically limiting (releasing) the torque (back torque) transmitted from the rear wheels in order to suppress the slip of the rear wheels due to the engine brake.
  • the upper limit hydraulic pressure corresponds to the hydraulic pressure (upper limit value at the time of slippers) immediately before the action of the back torque limiter (hereinafter, also referred to as “slippers”) occurs (immediately before slipping occurs).
  • step S3 the ECU 60 determines whether or not the clutch lever 4b is operated based on the output from the clutch lever operation amount sensor 4c, and detects the operation amount. For example, if the operation amount (rotation angle) of the clutch lever 4b is "0" or more, it is determined that the clutch lever 4b is operated.
  • step S3 the hydraulic pressure based on the lever angle exceeds the upper limit hydraulic pressure
  • the hydraulic pressure based on the lever angle does not fall below the hydraulic pressure threshold value (upper limit hydraulic pressure, for example, 500 [kPa]), and the slipper control by the ECU 60 is effective.
  • the hydraulic pressure based on the lever angle exceeds the upper limit hydraulic pressure (YES in step S3).
  • Step S4 and preferentially outputs the clutch capacity specified by the ECU 60.
  • step S3 the hydraulic pressure based on the lever angle is equal to or less than the upper limit hydraulic pressure
  • the upper limit hydraulic pressure has multiple set values depending on the condition of the vehicle.
  • the upper limit oil pressure is set based on each element of clutch differential rotation, bank angle and gear position and a control target value map (see FIG. 9).
  • the control target value map is a map related to clutch differential rotation, bank angle, gear position, etc. (vehicle condition).
  • the control target value map is stored in advance in the storage unit 62 (see FIG. 4).
  • FIGS. 9A to 9C show an example of a control target value map according to the embodiment.
  • 9A shows the LOW gear
  • FIG. 9B shows the MID gear
  • FIG. 9C shows the HIGH gear.
  • the vertical axis represents the bank angles b1 to b8 [°]
  • the horizontal axis represents the clutch differential rotation v1 to v4 [rpm].
  • when the upper limit hydraulic pressure is relatively high "upper limit hydraulic pressure: high" (dark hatched portion), and when the upper limit hydraulic pressure is relatively low, “upper limit hydraulic pressure: low” (no hatching). , White part), when the upper limit hydraulic pressure is medium, it is set as “upper limit hydraulic pressure: medium” (thin hatched part), and the upper limit hydraulic pressure is shown in three stages of "high”, “medium”, and "low”.
  • the upper limit hydraulic pressure tends to decrease as the bank angle increases.
  • the region of "upper limit hydraulic pressure: high" (the region where the upper limit hydraulic pressure is relatively high) tends to gradually expand as the gear becomes HIGH.
  • the upper limit hydraulic pressure has multiple set values depending on the driving mode of the vehicle.
  • the traveling mode includes a "high-speed mode” in which the vehicle speed is relatively high, a “low-speed mode” in which the vehicle speed is relatively slow, and a "normal mode” in which the vehicle speed is medium.
  • the ECU 60 may output different control target values depending on the traveling mode.
  • the ECU 60 may output a control target value based on the travel mode and the control target value map.
  • step S5 the hydraulic pressure based on the lever angle is set as the clutch target hydraulic pressure. That is, the clutch capacity is controlled by the lever operation by the occupant.
  • step S4 the ECU 60 sets the upper limit hydraulic pressure (clutch capacity) based on the vehicle state and the lever operating angle of the clutch lever 4b as the clutch target hydraulic pressure.
  • the ECU 60 outputs different clutch target hydraulic pressures as control target values according to the vehicle state and the lever operation angle of the clutch lever 4b.
  • the ECU 60 acquires different control target values according to the clutch differential rotation, the bank angle, and the gear position.
  • the ECU 60 acquires the control target value based on the clutch differential rotation, the bank angle, the gear position, and the control target value map.
  • the ECU 60 corrects the acquired control target value according to the lever operation angle of the clutch lever 4b.
  • the ECU 60 acquires a correction coefficient ⁇ (see FIG. 10) according to the lever operation angle based on the correlation data between the lever operation angle and the correction coefficient of the control target value stored in the storage unit 62 in advance (however, 0 ⁇ ). ⁇ ⁇ 1).
  • the ECU 60 corrects the clutch target hydraulic pressure by multiplying the threshold value by a correction coefficient (slip clutch capacity multiplier) of "1" or less determined according to the operation amount of the clutch lever 4b.
  • FIG. 10 is a diagram showing an example of the correlation between the lever operating angle of the clutch lever 4b according to the embodiment and the correction coefficient of the control target value.
  • the correction coefficient ⁇ of the control target value gradually decreases.
  • the correction coefficient ⁇ of the control target value becomes 0 (zero).
  • the engine 13, the transmission 21, the clutch device 26 for connecting and disconnecting the power transmission between the engine 13 and the transmission 21, and the clutch device 26 are driven to increase the clutch capacity.
  • the ECU 60 calculates the engine estimated torque, sets the slip clutch capacity at which the clutch device 26 starts to slip according to the engine estimated torque, and operates the clutch lever 4b. When the control target value set according to the above exceeds the slip clutch capacity, the slip clutch capacity is corrected according to the operation amount of the clutch lever 4b.
  • the ECU 60 calculates the engine estimated torque, and the slip clutch capacity of the clutch device 26 can be set according to the engine estimated torque.
  • the slip clutch capacity at which the clutch device 26 starts slipping can be optimally set according to the estimated engine torque.
  • the slip clutch capacity can be corrected according to the operation amount of the clutch lever 4b.
  • the slip clutch capacity can be corrected by reflecting the driver's intention. In this way, the optimum clutch capacity can be output according to the estimated engine torque and the clutch operation.
  • the ECU 60 corrects the slip clutch capacity by multiplying the slip clutch capacity by a correction coefficient according to the operation amount of the clutch lever 4b.
  • the slip control target value corrected according to the clutch operation amount can be set only by multiplying the slip clutch capacity by the correction coefficient according to the clutch operation amount, and the control is simplified and the cost is reduced. Can be planned.
  • the ECU 60 can set the optimum slip clutch capacity according to the state of the vehicle by changing the slip clutch capacity according to the state of the vehicle (bank angle, etc.).
  • the ECU 60 sets the slip clutch capacity to set the optimum slip clutch capacity at the timing when the engine estimated torque is less than the predetermined value. It can be limited to a certain case (deceleration state of the vehicle).
  • the ECU 60 sets the slip clutch capacity so that the optimum clutch capacity is output when the clutch differential rotation exceeds the predetermined value ( It can be limited to a strong engine braking condition).
  • the present invention is not limited to the above embodiment, and is not limited to the application to a configuration in which a clutch is connected by increasing the hydraulic pressure and the clutch is disengaged by decreasing the hydraulic pressure. It may be applied to the configuration in which the clutch is connected by reducing the pressure.
  • the clutch operator is not limited to the clutch lever, but may be a clutch pedal or various other operators.
  • the application is not limited to the saddle-riding vehicle in which the clutch operation is automated as in the above embodiment, and while the manual clutch operation is the basis, the driving force is adjusted without performing the manual clutch operation under predetermined conditions to shift gears. It is also applicable to saddle-riding vehicles equipped with a so-called clutch operation-less transmission that enables this.
  • the above-mentioned saddle-riding type vehicle includes all vehicles in which the driver rides across the vehicle body, and includes not only motorcycles (including motorized bicycles and scooter type vehicles) but also three wheels (one front wheel and two rear wheels). In addition, vehicles with two front wheels and one rear wheel) or four-wheeled vehicles are also included, and vehicles including an electric motor as a prime mover are also included.
  • the configuration in the above embodiment is an example of the present invention, and various modifications can be made without departing from the gist of the present invention.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un dispositif de commande d'embrayage comprenant : un moteur (13) ; une transmission (21) ; un dispositif d'embrayage (26) qui connecte et déconnecte la transmission de puissance entre le moteur (13) et la transmission (21) ; un actionneur d'embrayage (50) qui entraîne le dispositif d'embrayage (26) pour modifier la capacité d'embrayage ; un opérateur d'embrayage (4b) pour un conducteur servant à actionner le dispositif d'embrayage (26) ; un capteur d'amplitude d'actionnement d'embrayage (4c) qui détecte une amplitude d'actionnement par rapport à l'opérateur d'embrayage (4b) ; et une unité de commande (60) qui calcule une valeur cible de commande de la capacité d'embrayage. L'unité de commande (60) calcule un couple moteur estimé et, en fonction du couple moteur estimé, règle une valeur cible de commande de patinage à laquelle le dispositif d'embrayage (26) commence à patiner. Lorsque la valeur cible de commande réglée en fonction de l'amplitude d'actionnement de l'opérateur d'embrayage (4b) dépasse la valeur cible de commande de patinage, l'unité de commande (60) modifie la valeur cible de commande de patinage en fonction de l'amplitude d'actionnement de l'opérateur d'embrayage (4b).
PCT/JP2020/010418 2019-03-15 2020-03-11 Dispositif de commande d'embrayage WO2020189426A1 (fr)

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JP2019-048398 2019-03-15

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2023050302A (ja) * 2021-09-30 2023-04-11 本田技研工業株式会社 クラッチ制御装置

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015067009A (ja) * 2013-09-27 2015-04-13 トヨタ自動車株式会社 車両の制御装置
JP2016114230A (ja) * 2014-12-18 2016-06-23 ヤマハ発動機株式会社 変速装置
JP2019120292A (ja) * 2017-12-28 2019-07-22 本田技研工業株式会社 クラッチ制御装置およびクラッチ制御システム

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015067009A (ja) * 2013-09-27 2015-04-13 トヨタ自動車株式会社 車両の制御装置
JP2016114230A (ja) * 2014-12-18 2016-06-23 ヤマハ発動機株式会社 変速装置
JP2019120292A (ja) * 2017-12-28 2019-07-22 本田技研工業株式会社 クラッチ制御装置およびクラッチ制御システム

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2023050302A (ja) * 2021-09-30 2023-04-11 本田技研工業株式会社 クラッチ制御装置

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