JP2008304030A - Controller of clutch mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of a clutch mechanism capable of lowering the peak value of actual transmission torque while suppressing the lowering of the responsiveness. <P>SOLUTION: This controller comprises a clutch mechanism. The clutch mechanism is interposed between an engine and a transmission, and connected to a clutch pedal. The operating mode is changed when the operating position (clutch opening CRA) of the clutch pedal is changed. When the execution conditions are established, the clutch opening CRA capable of transmitting more than half of stationary transmission torque Tt according to the operating state of the engine is determined as a predetermined opening A1. The clutch opening CRA is changed to the predetermined opening A1 (S204), held at the predetermined opening A1 for a predetermined period T1 (S205, 206), and re-changed (S207). A period equal to half of the changeable period of the periodical variation of actual transmission torque occurring due to the variation of the actual transmission torque is set as the predetermined period T1. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a control device for a clutch mechanism provided between a prime mover and a transmission.

  A clutch mechanism is interposed between the prime mover and the transmission in order to connect and disconnect the power transmission from the prime mover such as the in-vehicle internal combustion engine to the transmission (see Patent Document 1). This clutch mechanism generally includes a flywheel attached to the output shaft of the prime mover and a clutch disc attached to the input shaft of the transmission, and hydraulic pipes and cables are connected to a clutch pedal provided in the vehicle interior. It is connected through. Further, the clutch pedal is constantly urged toward the undepressed position by the urging force of the spring.

  When the clutch pedal is not depressed, the clutch disc is pressed against the flywheel. At this time, the clutch mechanism is connected by a frictional force generated between the clutch disc and the flywheel (joint state). Thus, power is transmitted from the prime mover to the transmission.

On the other hand, when the clutch pedal is depressed, the pressing force is released and the frictional force is reduced, and the clutch mechanism is disconnected (disengaged state) by separating the clutch disc and the flywheel. The power transmission from the prime mover to the transmission is cut off.
JP 7-27217 A

  As described above, the clutch mechanism operates in conjunction with the depression operation of the clutch pedal by the driver. Therefore, when the clutch pedal is depressed, for example, by releasing the clutch pedal or releasing the clutch pedal by shifting the foot in the vehicle width direction, the clutch pedal quickly returns to the undepressed position. When the situation is reached, the operating state of the clutch mechanism rapidly shifts from the disengaged state to the engaged state.

  In addition, during a transition immediately after the operation state of the clutch mechanism shifts from the non-engaged state to the joined state, the torque (actual transmission torque) transmitted to the input shaft of the transmission changes as follows. That is, first, the actual transmission torque decreases and increases with a predetermined period after once overshooting the torque transmitted to the input shaft of the transmission (steady-state transmission torque) at the steady time when the torque is stable at a constant value. Will repeat. Then, along with this increase / decrease, the amplitude of the actual transmission torque gradually decreases, and eventually the actual transmission torque coincides with the steady-state transmission torque.

  During such a transition, the larger the transition speed (clutch mechanism engagement speed) of the operating state of the clutch mechanism, the more the actual transmission torque overshoots the steady-state transmission torque, in other words, the peak value of the actual transmission torque. Becomes larger. Therefore, as described above, when the operating state of the clutch mechanism rapidly shifts from the disengaged state to the engaged state, the peak value of the actual transmission torque becomes extremely large. In order to ensure the durability of the drive system including the transmission, it is necessary to set the strength of the drive system in accordance with the peak value of the actual transmission torque, and this increases the degree of freedom in setting the characteristics of the drive system. It contributes to the decline.

  In addition, it is possible to reduce the peak value of the actual transmission torque by adopting a system in which the maximum joint speed of the clutch mechanism is small. However, in this case, since the engagement speed of the clutch mechanism is reduced even in cases other than the above-described situation, an unnecessary decrease in the response of the clutch mechanism is caused.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a control device for a clutch mechanism that can reduce the peak value of actual transmission torque while suppressing a decrease in responsiveness. .

Hereinafter, means for achieving the above-described object and its operation and effects will be described.
According to the first aspect of the present invention, the clutch mechanism is interposed between the prime mover and the transmission and connected to the clutch operating member, and the operation mode changes in conjunction with the change in the operating position of the clutch operating member. In the device, “the operating position of the clutch operating member is a position where the operating state of the clutch mechanism is in a non-engaged state, and the operating direction of the clutch mechanism is in the engaged state from the non-engaged state. When an execution condition including an execution start condition that the change speed of the operation position of the clutch operating member has reached or exceeded a predetermined start speed is established based on the operating state of the prime mover, the clutch mechanism When the actual transmission torque transmitted from the prime mover to the transmission through the clutch mechanism becomes stable at a constant value. The operation position capable of transmitting a little more than half of the hourly transmission torque is obtained as a predetermined position, the operation position is changed to the predetermined position at a predetermined speed, and the same torque generated with the change in the actual transmission torque is obtained. An operation position changing means for changing the operation position again at the predetermined speed after holding the operation position at the predetermined position for a predetermined period corresponding to ½ of the fluctuation period of the periodic fluctuation; The gist.

  According to the above configuration, when the execution condition is satisfied, in other words, when there is a possibility that the operating state of the clutch mechanism may rapidly shift from the disengaged state to the engaged state, Fluctuations that are opposite to each other and have substantially the same amplitude (specifically, a fluctuation (first fluctuation) caused by changing the operating position of the clutch operating member to a predetermined position), and changing the operating position again. (Variation caused by (second variation)) can be generated. Therefore, the peak value of the actual transmission torque can be suppressed by interfering the fluctuations and canceling the fluctuations. In addition, when the execution condition is not satisfied, the operating speed of the clutch mechanism is not limited, so that a decrease in the response of the clutch mechanism can be suppressed.

  As described above, the actual transmission torque gradually decreases in amplitude along with the increase / decrease after the steady-state transmission torque once overshoots, and eventually coincides with the steady-state transmission torque. Therefore, the first fluctuation interferes with the second fluctuation after the amplitude is slightly attenuated. If the initial amplitudes of the first fluctuation and the second fluctuation are made equal, the amplitude of the first fluctuation becomes larger than the amplitude of the second fluctuation when the fluctuations interfere with each other. In order to suppress the peak value of the actual transmission torque, it is desirable that the amplitudes of the fluctuations coincide with each other when the fluctuations interfere.

  In this regard, according to the above configuration, since the operation position capable of transmitting a little more than half of the steady state transmission torque is obtained as the predetermined position, the initial amplitude of the first fluctuation is determined as the second fluctuation. It can be made larger than the initial amplitude. Therefore, when the first fluctuation and the second fluctuation interfere with each other, the amplitudes of the fluctuations can be substantially matched, and the amplitude of the fluctuations can be accurately canceled to appropriately suppress the peak value of the actual transmission torque. be able to.

Note that, as the predetermined speed, in addition to an opening smaller than the opening (maximum change speed) when the execution condition is not satisfied, a maximum change speed can be adopted.
According to a second aspect of the present invention, in the clutch mechanism control device according to the first aspect, the execution condition may be that “the operation position of the clutch operating member is a position where the operating state of the clutch mechanism is in a joint state”. And the change speed of the operating position of the clutch operating member in the joining direction is less than a predetermined stop speed "and" the clutch operating member is being operated " The main point is to include an execution stop condition that is satisfied.

  According to a third aspect of the present invention, in the clutch mechanism control device according to the first aspect, the execution condition is: “the operation position of the clutch operating member is a position where the operating state of the clutch mechanism is in the connected state”. And the execution stop condition that the change speed of the operation position of the clutch operating member in the joining direction is less than a predetermined speed is included.

  According to a fourth aspect of the present invention, in the control device for a clutch mechanism according to the first aspect, the execution condition includes an execution stop condition that "the clutch operating member is in operation". Is the gist.

  “The operating position of the clutch operating member is a position where the operating state of the clutch mechanism is in the engaged state, and the changing speed of the operating position of the clutch operating member in the connecting direction is less than a predetermined speed. ”To execute a process of suppressing the maximum operating speed of the clutch mechanism in order to suppress the peak value of the actual transmission torque, in other words, the situation in which the operating state of the clutch mechanism rapidly shifts from the disengaged state to the engaged state. Can be determined to have escaped the desired situation.

  On the other hand, the operation speed of the clutch operating member can be kept relatively low by the driver at this time because “the clutch operating member is being operated (in other words, when the clutch operating member is touching the body of the driver)”. As a result, it can be determined that the situation where it is desirable to execute the above-described processing has been removed.

  In this regard, according to the configuration of the invention described in any one of claims 2 to 4, the execution of the process is stopped at an appropriate timing when the situation where it is desirable to execute the process is removed. Can do.

  According to a fifth aspect of the present invention, in the clutch mechanism control device according to any one of the first to fourth aspects, the transmission has an oil lubrication system that performs lubrication through supply of oil to the inside thereof. Thus, the gist of the operation position changing means is to change the predetermined position in accordance with the viscosity of the oil.

  The transmission has a sliding portion such as a bearing portion of the input shaft, and a frictional force is generated in the sliding portion. As the friction force increases, the degree of attenuation with respect to the actual transmission torque variation increases, and the amplitude of the first variation decreases earlier. Therefore, in order to accurately match the amplitude of the first variation and the amplitude of the second variation, the larger the frictional force, the more the predetermined position is set to the position on the joining state side, and the first variation It is desirable to increase the amplitude at the beginning of the occurrence. Note that the frictional force generated in the sliding portion increases as the viscosity of the lubricating oil in the transmission increases.

  According to the above configuration, the amplitude of the first variation and the amplitude of the second variation can be exactly matched by changing the predetermined position according to the frictional force acting on the sliding portion, The peak value of the actual transmission torque can be suppressed more suitably.

  As in claim 6, it can be determined that the higher the temperature of the oil, the lower the viscosity of the oil, and as in claim 7, the oil viscosity increases as the degree of deterioration of the oil increases. Can be determined to be low.

  According to an eighth aspect of the present invention, in the clutch mechanism control device according to any one of the first to seventh aspects, the operating position changing means is configured to change the predetermined position according to the magnitude of torque generated by the prime mover. The gist of this is to change.

  The frictional force generated in the sliding portion described above changes according to the magnitude of the actual transmission torque, and the actual transmission torque changes according to the magnitude of the torque generated by the prime mover. According to the above configuration, the amplitude of the first variation and the amplitude of the second variation can be matched by changing the predetermined position according to the frictional force acting on the sliding portion, and the actual transmission The peak value of torque can be suppressed more suitably.

  A ninth aspect of the present invention is the clutch mechanism control device according to any one of the first to eighth aspects, further comprising a friction brake mechanism for forcibly stopping the rotation of the output shaft of the transmission. And the operating position changing means changes the predetermined period according to whether or not the brake mechanism is operated.

  When the rotation of the output shaft of the transmission is forcibly stopped by the operation of the friction brake mechanism, the rigidity of the path (torque transmission path) through which the actual transmission torque is transmitted increases at this time, and accordingly, the actual transmission is performed during the transient state. The cycle in which the torque varies is also shortened.

  According to the above configuration, the predetermined period can be set to a period corresponding to the half of the actual fluctuation period of the actual transmission torque at the time of transition according to the operating state of the brake mechanism. The peak value of the actual transmission torque can be suitably suppressed by accurately canceling the amplitude of the two fluctuations.

  A tenth aspect of the present invention is the clutch mechanism control device according to any one of the first to ninth aspects, wherein the operating position changing means transmits the steady state transmission torque by the clutch mechanism. In the non-coincidence period until the rotational speed of the output shaft of the prime mover and the rotational speed of the input shaft of the transmission match after the operation position of the clutch operating member changes to a position where it becomes possible, The smaller the difference is, the smaller the change speed of the operation position is set, and after the rotation speed of the output shaft of the prime mover matches the rotation speed of the input shaft of the transmission, the operation position is changed at the maximum speed. This is the gist.

  Even when the operating position of the clutch operating member changes to a position where the constant transmission torque can be transmitted by the clutch mechanism, the prime mover is used when the operating state of the clutch mechanism is subsequently shifted to the engaged state. If the operating state of the clutch mechanism is rapidly shifted in a state where the rotational speed difference between the output shaft and the input shaft of the transmission is large, a shock such as vibration of the prime mover or the transmission may occur.

  In this regard, according to the above configuration, the change speed of the operating position of the clutch operating member gradually decreases during the period until the rotational speed of the output shaft of the prime mover matches the rotational speed of the input shaft of the transmission. The occurrence of the shock can be suppressed by changing to. In addition, after the rotational speed of the output shaft of the prime mover matches the rotational speed of the input shaft of the transmission, the operating position of the clutch operating member is changed at the maximum speed, so that the operating state of the clutch mechanism can be quickly changed. It can be shifted to the joining state.

The invention according to claim 11 is the control device for the clutch mechanism according to claim 10,
The gist of the operating position changing means is to increase the changing speed of the operating position in the non-matching period as the steady state transmission torque is smaller.

  After the operating position of the clutch operating member has changed to a position where the steady state transmission torque can be transmitted by the clutch mechanism, when the clutch operating member is changed in the same manner without depending on the identified constant transmission torque, When the transmission torque is small, the time (transition time) required until the operating state of the clutch mechanism shifts to the engaged state may be unnecessarily long. Further, when the steady state transmission torque is large, there is a possibility that the transition time becomes unnecessarily short and a shock occurs.

  In this regard, according to the above configuration, when the steady state transmission torque is small, the operating state of the clutch mechanism is quickly shifted to the joint state to suppress the transition time from being prolonged, and when the steady state transmission torque is large, the clutch is The operating position of the clutch operating member can be changed so as to suppress the occurrence of shock by reducing the transition speed of the operating state of the mechanism.

  In addition, as for the structure concerning the invention as described in any one of Claims 1-11, the apparatus provided with the multistage type which can selectively switch a several gear stage as said transmission according to Claim 12. Can be applied to.

The invention according to claim 13 is the control device for the clutch mechanism according to claim 12,
The gist of the operating position changing means is to increase the operating speed of the clutch mechanism as the gear position on the high speed side is selected.

  In an apparatus provided with a multi-stage transmission, a shock is less likely to occur when the operating state of the clutch mechanism shifts from the non-engaged state to the engaged state, as the high-speed side gear is selected.

  According to the above configuration, when the low speed side gear is selected, the transition speed of the operating state of the clutch mechanism can be reduced to suppress the occurrence of the shock, and when the high speed side gear is selected, the clutch is The operating time of the mechanism can be quickly shifted to the connected state, so that the transition time can be shortened. Therefore, it is possible to achieve both the suppression of the occurrence of shock accompanying the transition of the operating state of the clutch mechanism to the joint state and the quick transition to the joint state of the same operating state.

  A fourteenth aspect of the present invention is the clutch mechanism control device according to the twelfth or thirteenth aspect, wherein the operating position changing means changes the predetermined period in accordance with a selected gear position. And

  In a multi-stage transmission, the rigidity of the torque transmission path varies according to the selected gear position, and accordingly, the cycle in which the actual transmission torque fluctuates also changes during the transition. Further, as described above, by setting the predetermined period for holding the operating position of the clutch operating member to a period corresponding to 1/2 of the fluctuation period of the actual transmission torque, the phase of the actual transmission torque can be changed periodically. It is possible to cause two fluctuations with opposite signs.

  According to the above configuration, the predetermined period can be set to a period corresponding to ½ of the actual fluctuation period in accordance with the change in the fluctuation cycle of the actual transmission torque during the transition. The peak value of the actual transmission torque can be suitably suppressed by accurately canceling the amplitude of

  The invention according to claim 15 is the clutch mechanism control device according to any one of claims 1 to 14, wherein the clutch mechanism and the clutch operating member are a release cylinder that abuts the clutch mechanism, and the clutch mechanism. The pipe is connected via a hydraulic operating system comprising a master cylinder contacting the clutch operating member, a liquid chamber of the release cylinder, and a pipe communicating the liquid chamber of the master cylinder, and a clutch liquid sealed therein. Is provided with a control valve for changing the cross-sectional area of the passage, and the operating position changing means controls the change speed of the operating position by changing the opening of the control valve. This is the gist.

  According to the above configuration, in the system in which the clutch operating member and the clutch mechanism are connected via the pipe, the change speed of the operating position of the clutch operating member is restricted by limiting the flow rate of the clutch liquid passing through the same hydraulic pipe. Can be controlled.

  According to a sixteenth aspect of the present invention, in the clutch mechanism control device according to any one of the first to fifteenth aspects, the prime mover is an in-vehicle internal combustion engine, and the transmission is a vehicle drive system including a drive shaft. Its gist is that it constitutes one configuration.

  According to the said structure, the required intensity | strength of a vehicle drive system can be restrained low and the freedom degree about the characteristic setting of the same system can be made high.

Hereinafter, an embodiment in which a control device for a clutch mechanism according to the present invention is embodied will be described.
Here, first, a schematic configuration of a vehicle to which the present embodiment is applied will be described with reference to FIG.

  As shown in FIG. 1, a vehicle 10 is equipped with an engine 11 as a prime mover. A flywheel 13 is attached to a crankshaft 12 that is an output shaft of the engine 11 so as to be integrally rotatable. A transmission 15 is connected to the flywheel 13 via a clutch mechanism 14. The clutch mechanism 14 is for transmitting the rotational torque of the crankshaft 12 to the transmission 15 and for blocking the torque transmission. The specific structure of the clutch mechanism 14 will be described in detail later.

  As the transmission 15, for example, a parallel gear type manual transmission with five forward speeds and one reverse speed is employed. The transmission 15 includes an input shaft 17 and an output shaft (not shown). The input shaft 17 of the transmission 15 is connected to the clutch disk 18 as described above. The output shaft of the transmission 15 is connected to the drive wheels 22 via a drive shaft 19 as a drive shaft, a differential gear 20, an axle 21 and the like. The rotation of the output shaft of the transmission 15 is transmitted to the drive wheels 22 through these members 19, 20, and 21. Thus, the transmission 15 forms part of the vehicle drive system. Each drive wheel 22 is provided with a friction brake mechanism (not shown). This friction brake mechanism is operated in accordance with the depression operation of the brake pedal 27 to forcibly rotate each part of the vehicle drive system (the output shaft of the transmission 15, the drive shaft 19, the axle 21, the drive wheel 22, etc.). It is for stopping.

  The transmission 15 includes a plurality of pairs of transmission gear trains (shift stages) and a plurality of sleeves. A shift device 24 for switching the gear position of the transmission 15 is assembled in the vicinity of the driver's seat of the vehicle 10. The shift device 24 includes a shift lever 25 provided so as to be displaceable along a shift gate (not shown). By operating the shift lever 25, the sleeve of the transmission 15 is moved in the axial direction of the output shaft. By this movement, the gears are engaged, and power transmission in a specific transmission gear train becomes possible. Further, when each sleeve is moved to an intermediate (neutral) position in the pair of transmission gear trains, power transmission in each transmission gear train is interrupted.

  On the other hand, the vehicle 10 is provided with various sensors and switches for detecting the driving state and the driving state of the engine 11. At the driver's seat of the vehicle 10, an accelerator sensor 31 for detecting the amount of depression of the accelerator pedal 26 (accelerator opening ACC), a brake switch 32 for detecting whether or not the brake pedal 27 is depressed, and a clutch pedal 28 are detected. A contact sensor 33 for detecting the presence or absence of contact with the driver's foot is provided. Further, the vehicle 10 is provided with a clutch sensor 34 for detecting the depression amount of the clutch pedal 28 (clutch opening degree CRA (specifically, an operating position of a piston of a release cylinder 52 described later)). The engine 11 includes an air amount sensor 35 for detecting the amount of air taken into the combustion chamber (intake air amount GA), and a crank sensor for detecting the rotational speed of the crankshaft 12 (engine rotational speed NE). 36 etc. are provided. The transmission 15 includes an oil temperature sensor 37 for detecting the temperature THO of oil supplied for lubrication therein, a shift speed sensor 38 for detecting a selected shift speed, and an input shaft 17. A rotation speed sensor 39 for detecting the rotation speed (input rotation speed NI) is provided.

  On the other hand, the device of the present embodiment is configured to include an electronic control device 30. The electronic control unit 30 is configured with a microcomputer as a center, and the electronic control unit 30 takes in the detection signals of the sensors and the switches. The electronic control unit 30 performs various arithmetic processes based on these signals, and executes various controls based on the calculation results.

Here, in the present embodiment, a known dry single-plate friction clutch is used as the clutch mechanism 14.
Hereinafter, a specific structure of the clutch mechanism 14 will be described with reference to FIG.

  As shown in FIG. 2, a clutch cover 41 is attached to the flywheel 13 attached to the crankshaft 12 so as to be integrally rotatable. On the other hand, a clutch disk 18 is splined to the input shaft 17 of the transmission 15. Therefore, the clutch disk 18 can slide in the axial direction (left-right direction in FIG. 2) while rotating integrally with the input shaft 17.

  A pressure plate 42 is disposed between the clutch disk 18 and the clutch cover 41. The pressure plate 42 is pressed against the flywheel 13 by the outer end portion of the diaphragm spring 43. By this pressing, a frictional force is generated between the clutch disk 18 and the pressure plate 42 and between the flywheel 13 and the clutch disk 18. Due to these frictional forces, the clutch mechanism 14 is in a so-called connected (joined) state, and the flywheel 13, the clutch disk 18 and the pressure plate 42 rotate together. Thus, the rotational torque is transmitted from the engine 11 to the transmission 15 via the clutch mechanism 14, and the degree of power transmission can be expressed by the magnitude of this torque (actual transmission torque).

  On the other hand, a release bearing 44 is mounted on the input shaft 17 of the transmission 15 so as to be slidable in the axial direction. The release bearing 44 functions to adjust the degree of power transmission or to block power transmission. Further, a release fork 45 is rotatably supported by a shaft 46 in the vicinity of the release bearing 44, and one end portion (lower end portion in FIG. 2) abuts the release bearing 44.

  The clutch mechanism 14 is connected to a clutch pedal 28 (FIG. 1) via a hydraulic operation system so that the disengaged state and the engaged state can be switched in conjunction with the depression of the clutch pedal 28. It has become. A spring (not shown) is provided in the vicinity of the clutch pedal 28 for constantly urging the clutch pedal 28 toward the undepressed position.

  A master cylinder 51 is provided in the vicinity of the clutch pedal 28. The master cylinder 51 is composed of a piston and a liquid chamber (cylinder portion), and the tip of the piston is connected to the clutch pedal 28. The master cylinder 51 is configured so that its piston protrudes and retracts with respect to the cylinder portion as the clutch pedal 28 is operated.

  A release cylinder 52 is provided in the vicinity of the clutch mechanism 14. The release cylinder 52 includes a piston and a liquid chamber (cylinder portion), and the tip of the piston is connected to the other end portion (the upper end portion in FIG. 2) of the release fork 45.

  The cylinder portion of the master cylinder 51 and the cylinder portion of the release cylinder 52 are communicated with each other via a clutch pipe 53. The cylinder portion of the master cylinder 51, the cylinder portion of the release cylinder 52, and the inside of the clutch pipe 53 are filled with clutch fluid.

  A control valve 54 is provided in the middle of the clutch pipe 53. The control valve 54 is for changing the passage cross-sectional area of the clutch pipe 53 through the opening degree control. When the control valve 54 reaches the maximum opening (fully opened state), the passage sectional area of the clutch pipe 53 becomes maximum, and in this case, the change in the clutch opening CRA at the maximum speed is allowed. On the other hand, when the control valve 54 reaches the minimum opening (fully closed state), the passage sectional area of the clutch pipe 53 becomes minimum (= 0), and the cylinder part of the release cylinder 52 and the cylinder part of the master cylinder 51 through the clutch pipe 53 And the clutch opening CRA does not change. The opening control of the control valve 54 is executed by the electronic control unit 30.

The clutch mechanism 14 operates as follows.
First, when the clutch pedal 28 is depressed, the piston of the master cylinder 51 enters the cylinder portion, and accordingly, the piston of the release cylinder 52 comes out of the cylinder portion. As a result, the release fork 45 (FIG. 2) rotates, the release bearing 44 is pushed toward the flywheel 13 and the release bearing 44 moves in the same direction, so that the inner end of the diaphragm spring 43 is in the same direction. Elastically deforms. As a result, the force pressing the pressure plate 42 of the diaphragm spring 43 is weakened, and the frictional force is reduced. As described above, in the clutch mechanism 14 according to the present embodiment, the friction force changes according to the depression operation of the clutch pedal 28 (FIG. 1).

For convenience, the operating state of the clutch mechanism 14 is divided into three states: a engaged state, a half-clutch state, and a disengaged state.
When in the coupled state, the frictional force becomes “high”, and the pressure plate 42, the clutch disk 18 and the flywheel 13 rotate together to transmit power from the engine 11 to the transmission 15. At this time, the actual transmission torque becomes maximum.

  When in the half-clutch state, the frictional force is “medium”, and the flywheel 13, the clutch disk 18, and the pressure plate 42 are connected while sliding. At this time, the actual transmission torque is smaller than the value in the joining region.

  When in the disengaged state, the frictional force becomes “small”, the clutch mechanism 14 is disconnected, and the rotation of the flywheel 13 is not transmitted to the clutch disk 18, and the power transmission from the engine 11 to the transmission 15 is interrupted. . At this time, the actual transmission torque is further smaller than the value in the half clutch region.

  As described above, when the clutch pedal 28 is depressed, for example, the clutch pedal 28 is released or the clutch pedal 28 is released by shifting the foot in the vehicle width direction. When 28 quickly returns to the undepressed position, the peak value of the actual transmission torque during the immediately following transition becomes extremely large. In order to ensure the durability of the vehicle drive system, the strength of the vehicle drive system must be set according to the peak value of the actual transmission torque, which reduces the degree of freedom in setting the characteristics of the vehicle drive system. It will be a cause.

  In view of this point, in the present embodiment, when the operating speed of the clutch mechanism 14 shifts from the non-engaged state to the engaged state, the actual transmission torque is controlled through the opening / closing control of the control valve 54 when the transition speed is high. Processing for suppressing the peak value (peak suppression processing) is executed. In the present embodiment, this peak suppression process functions as an operation position changing unit.

  As shown in FIG. 3, the peak suppression process is executed on the condition that the execution condition is satisfied (step S101: YES) (step S102). On the other hand, when the execution condition is not satisfied (step S101: NO), the peak suppression process is not executed, and the control valve 54 is maintained in the open state (step S103).

The execution condition is determined to be satisfied when the execution stop condition is not satisfied after the following execution start condition is satisfied.
The execution start condition is determined to be satisfied when both of the following (Condition A) and (Condition B) are satisfied. Specifically, as shown in FIG. 4 showing the operation region of the clutch pedal 28, it is determined that the execution start condition is satisfied when the operation region of the clutch pedal 28 becomes a region indicated by “A” in the drawing. .
(Condition A) The clutch opening degree CRA is an opening degree at which the operating state of the clutch mechanism 14 is in a disengaged state. Specifically, the clutch opening CRA is equal to or greater than a predetermined start opening (an opening corresponding to a position slightly on the non-depressed position side from the maximum depressed position of the clutch pedal 28).
(Condition B) The changing speed of the clutch opening CRA in the joining direction (returning direction of the clutch pedal 28) where the operating state of the clutch mechanism 14 is changed from the non-engaged state to the joined state is equal to or higher than a predetermined start speed thing. Specifically, the decreasing speed of the clutch opening CRA is equal to or higher than a predetermined starting speed (a speed slightly lower than the maximum changing speed of the clutch opening CRA).

  When such an execution start condition is satisfied, the operating state of the clutch mechanism 14 may subsequently rapidly shift from the non-engaged state to the engaged state, in other words, it is desirable to execute the peak suppression process. It can be determined that the peak suppression processing is started with the same determination.

On the other hand, the execution stop condition is that both of the following (Condition C) and (Condition D) are satisfied (the operation region of the clutch pedal 28 is a region indicated by a region “B” in FIG. 4) or If (Condition E) is satisfied, it is determined that the condition is satisfied.
(Condition C) The clutch opening degree CRA is an opening degree at which the operating state of the clutch mechanism 14 becomes the engaged state. Specifically, the clutch opening CRA is equal to or less than a predetermined stop opening (an opening corresponding to a position slightly on the maximum depressed position side from the position where the clutch pedal 28 is not depressed).
(Condition d) The changing speed of the clutch opening CRA in the joining direction in which the operating state of the clutch mechanism 14 is changed from the non-engaged state to the joined state is less than a predetermined stop speed. Specifically, the change speed of the operation position in the return direction of the clutch pedal 28 is less than a predetermined stop speed (a speed slightly higher than “0”).
(Condition E) The clutch pedal 28 is operated. Specifically, the clutch pedal 28 touches the driver's body.

  According to such an execution stop condition, it is desirable to execute the peak suppression process on the assumption that both of (Condition C) and (Condition D) are satisfied and the operating state of the clutch mechanism 14 is already in the engaged state. It can be determined that the situation has been removed. Further, when (Condition E) is satisfied, it is determined that the situation where it is desirable to execute the peak suppression process is determined by assuming that the change speed of the clutch opening CRA is kept relatively low by the driver at this time. can do. In the present embodiment, the execution of the peak suppression process is stopped at an appropriate timing based on such determination.

  On the other hand, when (Condition E) is satisfied, it is assumed that the operation speed in the return direction of the clutch pedal 28 is kept relatively low by the driver at this time, and the situation where it is desirable to execute the above processing has been taken off. Can be judged.

The predetermined start opening, the predetermined start speed, the predetermined stop opening, and the predetermined stop speed in each of the above conditions are stored in the electronic control device 30 in advance by obtaining appropriate values.
Hereinafter, the execution procedure of the peak suppression process will be described.

5 and 6 are flowcharts showing a specific execution procedure of the peak suppression process.
Note that the series of processing shown in the flowcharts of FIGS. 5 and 6 conceptually shows the processing procedure of the peak suppression processing, and the actual processing is executed by the electronic control unit 30 as processing at predetermined intervals. The

  As shown in FIG. 5, in this process, first, the steady-state transmission torque Tt is calculated based on the accelerator opening degree ACC and the engine rotational speed NE (step S201). The steady-state transmission torque Tt is transmitted from the crankshaft 12 of the engine 11 through the clutch mechanism 14 when the operating state of the clutch mechanism 14 is in the connected state and the actual transmission torque is stable at a constant value. This torque is transmitted to the input shaft 17 of the transmission 15. In the present embodiment, the relationship between the operating state of the engine 11 determined by the accelerator opening ACC and the engine speed NE and the steady-state transmission torque Tt corresponding to the operating state is obtained in advance based on experimental results and the like, and the electronic control unit 30 Is remembered.

  Thereafter, the predetermined opening degrees A1 and A2 are calculated based on the steady-state transmission torque Tt (step S202). The predetermined opening degree A1 is an opening degree at which the operating state of the clutch mechanism 14 becomes a semi-engagement state, and is a little more than half of the steady state transmission torque Tt (for example, when the steady state transmission torque Tt is “100%”). 52%) is the opening at which the clutch mechanism 14 can transmit the torque. In the present embodiment, the predetermined opening A1 corresponds to a predetermined position. The predetermined opening A2 is an opening at which torque equal to the steady-state transmission torque Tt can be transmitted by the clutch mechanism 14.

  Further, a predetermined period T1 is calculated based on whether or not the brake pedal 27 is depressed and the gear selected at this time (step S203). The predetermined period T1 is a time corresponding to ½ of the fluctuation cycle of the periodic fluctuation of the actual transmission torque that occurs with the change of the actual transmission torque. This fluctuation cycle is basically determined by the rigidity of the clutch mechanism 14 and the vehicle drive system (for example, the transmission 15, the clutch disc 18, the drive shaft 19, etc.). However, the rigidity of the path (torque transmission path) through which the actual transmission torque is transmitted changes depending on whether or not the brake pedal 27 is depressed (specifically, whether or not the friction brake mechanism is operated) and the selected gear position. The fluctuation period also changes with such a change in rigidity. Therefore, in the present embodiment, the time corresponding to the presence or absence of depression of the brake pedal 27 and the gear position is calculated as the predetermined period T1. In the present embodiment, the depression state of the brake pedal 27 and the relationship between the selected shift speed and the predetermined period T1 corresponding to 1/2 of the above-described fluctuation cycle are obtained in advance based on experimental results and the like, and the electronic control unit 30. When the brake pedal 27 is depressed, a shorter period is set as the predetermined period T1 than when the brake pedal 27 is not depressed.

  Next, as shown in FIG. 6, it is determined whether or not the clutch opening CRA is equal to the predetermined opening A1 (step S204). When the clutch opening degree CRA is larger than the predetermined opening degree A1 (step S204: NO), the control valve 54 is maintained in the fully opened state. At this time, the clutch opening CRA changes at the maximum speed.

  When the clutch opening CRA becomes equal to the predetermined opening A1 (step S204: YES), the control valve 54 is driven to close so as to be fully closed (step S205). Thereafter, the control valve 54 is maintained in a fully closed state over a predetermined period T1 (step S206: NO). At this time, the clutch opening CRA does not change.

  Then, when the predetermined period T1 elapses after the control valve 54 is fully closed (step S206: YES), the valve is driven to open so that the control valve 54 is fully open (step S207). As a result, the clutch opening degree CRA subsequently shifts at the maximum speed.

  Next, it is determined whether or not the clutch opening CRA is equal to the predetermined opening A2 (step S208). When the clutch opening degree CRA is larger than the predetermined opening degree A2 (step S208: NO), the control valve 54 is maintained in the fully opened state.

  When the clutch opening degree CRA becomes equal to the predetermined opening degree A2 (step S208: YES), the following processing (step S209) is performed over a period (unimplemented period) until the engine rotational speed NE becomes equal to the input rotational speed NI. ~ S211), the opening degree of the control valve 54 is controlled.

  That is, first, a control target value (target opening degree Tvl) for the opening degree of the control valve 54 is calculated based on the input rotation speed NI, the engine rotation speed NE, the selected gear stage, and the steady state transmission torque Tt. (Step S209). As the target opening degree Tvl, the larger the difference between the input rotational speed NI and the engine rotational speed NE, the higher the selected gear position, and the smaller the steady-state transmission torque Tt, A large opening is set. Then, the opening control of the control valve 54 is executed so that the target opening Tvl and the actual opening of the control valve 54 coincide with each other (step S210).

  Thereafter, it is determined whether or not the engine rotational speed NE matches the input rotational speed NI (step S211). Here, when the difference between the engine rotational speed NE and the input rotational speed NI is substantially “0”, it is determined that the engine rotational speed NE and the input rotational speed NI coincide. If the engine rotational speed NE and the input rotational speed NI have not yet coincided (step S211: NO), the processes of steps S209 and S210 are repeatedly executed.

  Then, when this process is repeatedly executed and the engine rotational speed NE matches the input rotational speed NI (step S211: YES), the control valve 54 is driven to open so that the control valve 54 is fully opened. (Step S212), this process is terminated.

Hereinafter, the effect | action by performing such a peak suppression process is demonstrated.
FIG. 7 shows an example of an execution mode of the peak suppression process.
As shown in FIG. 7, when the execution of the peak suppression process is started at time t11, first, the clutch opening CRA ((a) in FIG. 7) is allowed to change to a predetermined opening A1 (time t11 to t11). t12). Thereafter, the control valve 54 is temporarily fully closed over a predetermined period T1, and the clutch opening CRA is held at the predetermined opening A1 (time t12 to t13). Thereafter, the control valve 54 is fully opened, and the change of the clutch opening CRA to the predetermined opening A2 is allowed (time t13 to t14).

  For this reason, as shown in FIG. 5B, when the clutch opening degree CRA changes to the predetermined opening degree A1, due to the change in the actual transmission torque accompanying this, the periodic fluctuation of the actual transmission torque (first fluctuation). ) Will occur. In addition to this, when the clutch opening degree CRA changes again from the predetermined opening degree A1 to the predetermined opening degree A2, as shown in FIG. A torque fluctuation (second fluctuation) is generated.

  In the present embodiment, as the predetermined period T1 (period in which the change in the clutch opening CRA is temporarily stopped), a time corresponding to 1/2 of the fluctuation period for such a periodic fluctuation is set. Therefore, the first fluctuation and the second fluctuation are two fluctuations in which the positive and negative phases are almost reversed. Therefore, the first fluctuation and the second fluctuation can be made to interfere and a part of the fluctuation can be canceled out, thereby suppressing the peak value of the actual transmission torque.

  If the rotation of each part of the vehicle drive system is forcibly stopped by the operation of the friction brake mechanism, the torque transmission path becomes rigid at this time, and the fluctuation period is shortened accordingly. Therefore, in the present embodiment, when the friction brake mechanism is operating (specifically, when the brake pedal 27 is depressed), the friction brake mechanism is not operated. Thus, a short period is set as the predetermined period T1. As a result, the predetermined period T1 is accurately set in a period corresponding to ½ of the actual fluctuation period in accordance with the operating state of the brake mechanism, and the polarity of the phase is almost reversed as the periodic fluctuation of the actual transmission torque. These two fluctuations (the first fluctuation and the second fluctuation) can be accurately generated.

  Further, in the multi-stage transmission 15, the rigidity of the torque transmission path changes according to the selected shift speed, and the fluctuation period also changes accordingly. Therefore, in the present embodiment, the predetermined period T1 is set in a manner corresponding to the gear stage selected at that time. As a result, the predetermined period T1 is set to a period corresponding to ½ of the actual fluctuation period, and two fluctuations whose phases are substantially opposite to each other are accurately generated as the periodic fluctuation of the actual transmission torque. Will be able to.

By setting the predetermined period T1 in this manner, the peak value of the actual transmission torque can be suitably suppressed by accurately canceling the amplitudes of the two fluctuations.
Here, as described above, the actual transmission torque gradually decreases in amplitude along with the increase / decrease after the steady-state transmission torque once overshoots, and eventually coincides with the steady-state transmission torque. Therefore, the first fluctuation interferes with the second fluctuation after the amplitude is slightly attenuated. If the initial amplitudes of the first fluctuation and the second fluctuation are made equal, the amplitude of the first fluctuation becomes larger than the amplitude of the second fluctuation when the fluctuations interfere with each other. In order to suppress the peak value of the actual transmission torque, it is desirable that the amplitudes of the fluctuations coincide with each other when the fluctuations interfere.

  In view of this point, in the present embodiment, the predetermined opening A1 is set to an opening equal to the clutch opening CRA that allows the clutch mechanism 14 to transmit a little more than half of the steady state transmission torque. Has been. Thereby, the initial amplitude of occurrence of the first variation becomes larger than the initial amplitude of occurrence of the second variation.

  Further, in the present embodiment, when the first fluctuation and the second fluctuation interfere with each other, the opening at which the amplitudes of the fluctuations substantially coincide with each other is calculated as the predetermined opening A1. A suppression process (specifically, calculation of the predetermined opening A1 in the process of step S202) is executed. Therefore, when the first fluctuation and the second fluctuation interfere with each other, most of the amplitudes of the first fluctuation and the second fluctuation are canceled out, and the peak value of the actual transmission torque is reduced. It becomes suppressed suitably.

  And since the peak value of the actual transmission torque is kept low in this way, the required strength of the vehicle drive system can be kept low, and for example, the cost can be reduced. The degree of freedom regarding the characteristic setting can be increased.

  Further, when the clutch opening degree CRA becomes the predetermined opening degree A2 at time t14, the clutch opening degree CRA is changed in the non-matching period (time t14 to t15) until the engine rotational speed NE coincides with the input rotational speed NI. The rate of change is reduced. Specifically, the smaller the difference between the engine rotational speed NE and the input rotational speed NI, the lower the selected gear position, and the larger the steady-state transmission torque Tt, A small opening is set as the opening of the control valve 54, and the changing speed of the clutch opening CRA becomes small.

  When the engine rotational speed NE coincides with the input rotational speed NI at time t15, the control valve 54 is fully opened, and the clutch opening CRA changes at the maximum speed to the opening corresponding to the undepressed position.

  By the way, even if the clutch opening degree CRA changes to the predetermined opening degree A2 (an opening degree at which the steady state transmission torque can be transmitted by the clutch mechanism 14), the operation state of the clutch mechanism 14 is subsequently continued. When shifting to the combined state, if the operating state of the clutch mechanism 14 is rapidly shifted while the difference between the engine rotational speed NE and the input rotational speed NI is large, a shock such as vibration of the engine 11 or the transmission 15 occurs. May occur.

  In the present embodiment, the clutch opening CRA changes so that the change speed gradually decreases during the non-matching period, so that the occurrence of the shock is suppressed. In addition, after the engine rotational speed NE and the input rotational speed NI coincide with each other, the clutch opening CRA changes at the maximum speed so that the operating state of the clutch mechanism 14 is quickly shifted to the engaged state. Become.

  Further, when the clutch opening degree CRA is changed in the same manner without depending on the steady state transmission torque Tt after the clutch opening degree CRA has changed to the predetermined opening degree A2, the clutch mechanism 14 is used when the steady state transmission torque Tt is small. There is a possibility that the time (transition time) required until the operation state of the state shifts to the connected state becomes unnecessarily long. In such a case, when the steady-state transmission torque Tt is large, the transition time is unnecessarily shortened and a shock may occur.

  In the present embodiment, the smaller the steady-state transmission torque Tt is, the larger the opening degree of the control valve 54 is set. For this reason, when the steady state transmission torque Tt is small, the operating state of the clutch mechanism 14 is quickly shifted to the connected state to prevent the transition time from being prolonged, and when the steady state transmission torque Tt is large, the operation of the clutch mechanism 14 is performed. The clutch opening degree CRA can be changed so as to suppress the occurrence of shock by reducing the state transition speed.

  Further, in the multi-stage transmission 15, it is known that the shock is less likely to occur when the operating state of the clutch mechanism 14 shifts from the non-engaged state to the joined state as the high-speed side gear is selected. It has been. In view of this point, in the present embodiment, the opening degree of the control valve 54 is set to a smaller opening degree as the selected speed stage is the lower speed side. Therefore, when the low speed side gear stage is selected, the transition speed of the clutch mechanism 14 can be reduced to suppress the occurrence of the shock. When the high speed side gear stage where such a shock is unlikely to occur, the clutch mechanism is selected. It is possible to quickly shift the operation state of 14 to the joint state to shorten the transition time. Therefore, it is possible to achieve both the suppression of the occurrence of shock accompanying the transition of the operating state of the clutch mechanism 14 to the joint state and the quick transition to the joint state of the same operating state.

FIG. 8 shows the result of obtaining the transition of the actual transmission torque during the execution of the peak suppression process.
As shown by the solid line in FIG. 8, according to the apparatus according to the present embodiment for executing the peak suppression process, the clutch opening CRA indicated by the alternate long and short dash line in FIG. Compared with a device that changes at the maximum speed, the peak value of the actual transmission torque can be suppressed.

  Incidentally, it is also possible to reduce the peak value of the actual transmission torque by adopting a system in which the maximum change rate of the clutch opening CRA is reduced by providing a throttle in the clutch pipe. However, in this case, even when the peak value of the actual transmission torque is relatively small, the speed of change of the clutch opening CRA (the speed of transition of the operating state of the clutch mechanism 14) decreases, and therefore the clutch mechanism 14 This will cause an unnecessary decrease in responsiveness.

  In this regard, according to the present embodiment, when the peak value of the actual transmission torque is likely to increase, the peak suppression process is executed to suppress the peak value, while when the peak value of the actual transmission torque is relatively small, the peak value is increased. The peak value of the actual transmission torque is suppressed and the response of the clutch mechanism 14 is reduced such that the clutch opening degree CRA is changed at the maximum change speed without executing the suppression process to avoid a decrease in the response of the clutch mechanism 14. Both maintenance and compatibility can be achieved.

  Further, when the operating state of the clutch mechanism 14 rapidly shifts from the disengaged state to the engaged state, the vehicle 10 is shaken in the front-rear direction due to the large torque transmitted from the engine 11 to the vehicle drive system. The phenomenon, the so-called sneezing phenomenon, may occur. In the present embodiment, since the operation state of the clutch mechanism 14 is suppressed from rapidly shifting from the non-engaged state to the engaged state, the occurrence of such a sneezing phenomenon can be suppressed. Become.

  Further, when the vehicle 10 is started, the clutch pedal 28 is operated so that it quickly returns to the undepressed position, such as releasing the clutch pedal 28 or releasing the clutch pedal 28 by shifting the foot in the vehicle width direction. By doing so, it is possible to realize a smooth and prompt vehicle start while avoiding stalling of the engine 11.

As described above, according to the present embodiment, the effects described below can be obtained.
(1) When the execution condition is satisfied, in other words, when the operating state of the clutch mechanism 14 may rapidly shift from the non-engaged state to the engaged state, the positive / negative of the phase as a periodic variation of the actual transmission torque Two fluctuations (the first fluctuation and the second fluctuation) having the same amplitude and substantially the same amplitude can be generated. Therefore, the peak value of the actual transmission torque can be suppressed by interfering the fluctuations and canceling the fluctuations. In addition, when the execution condition is not satisfied, the responsiveness of the clutch mechanism 14 can be prevented from being lowered by not limiting the operating speed of the clutch mechanism 14. Further, since the clutch opening degree CRA capable of transmitting a little more than 1/2 of the steady state transmission torque Tt is obtained as the predetermined opening degree A1, when the first fluctuation and the second fluctuation interfere with each other, these fluctuations The amplitudes of these fluctuations can be substantially matched, and the amplitudes of these fluctuations can be accurately canceled out to suitably suppress the peak value of the actual transmission torque.

  (2) An execution stop condition constituted by (condition c) to (condition e) is set as an execution condition. Therefore, when both (Condition C) and (Condition D) are satisfied, it is determined that the peak suppression process has been removed from the situation where the operating state of the clutch mechanism 14 has already been engaged. can do. Further, when (Condition E) is satisfied, it is determined that the situation where it is desirable to execute the peak suppression process is determined by assuming that the change speed of the clutch opening CRA is kept relatively low by the driver at this time. can do. Based on such determination, the execution of the peak suppression process can be stopped at an appropriate timing.

  (3) The predetermined period T1 is changed according to whether or not the brake pedal 27 is depressed. Therefore, the predetermined period T1 can be set to a period corresponding to ½ of the actual fluctuation period of the actual transmission torque at the time of transition according to the operating state of the brake mechanism, and the first fluctuation and the second fluctuation. The peak value of the actual transmission torque can be suitably suppressed by accurately canceling the amplitude of

  (4) In a non-matching period from when the clutch opening degree CRA changes to the predetermined opening degree A2 until the engine rotational speed NE and the input rotational speed NI coincide with each other, the smaller the difference between the rotational speeds, the smaller the clutch opening degree. The change rate of CRA was set small. Therefore, the occurrence of the shock can be suppressed by gradually changing the clutch opening degree CRA so that the changing speed becomes lower. Further, since the clutch opening degree CRA is changed at the maximum speed after the engine rotational speed NE and the input rotational speed NI coincide with each other, the operating state of the clutch mechanism 14 can be quickly shifted to the engaged state. it can.

  (5) The smaller the steady-state transmission torque Tt, the greater the change rate of the clutch opening CRA during the non-matching period. Therefore, when the steady state transmission torque Tt is small, the operating state of the clutch mechanism 14 is quickly shifted to the connected state to prevent the transition time from being prolonged, and when the steady state transmission torque Tt is large, the operation of the clutch mechanism 14 is performed. The clutch opening degree CRA can be changed so as to suppress the occurrence of shock by reducing the state transition speed.

  (6) The change speed of the clutch opening CRA is increased as the gear position on the high speed side is selected. Therefore, when the low speed gear is selected, the transition speed of the operating state of the clutch mechanism 14 can be reduced to suppress the occurrence of the shock, and when the high speed gear is selected, the clutch mechanism 14 It is possible to quickly shift the operating state to the joined state, thereby shortening the transition time. Therefore, it is possible to achieve both the suppression of the occurrence of shock accompanying the transition of the operating state of the clutch mechanism 14 to the joint state and the quick transition to the joint state of the same operating state.

  (7) The predetermined period T1 is changed according to the selected gear position. Therefore, it becomes possible to set the predetermined period T1 to a period corresponding to 1/2 of the actual fluctuation period in accordance with the change in the fluctuation period of the actual transmission torque at the time of the transient, and the first fluctuation and the second fluctuation. The peak value of the actual transmission torque can be suitably suppressed by accurately offsetting the fluctuation amplitude.

The embodiment described above may be modified as follows.
-Instead of detecting the operating position of the piston of the release cylinder 52 as a value corresponding to the clutch opening CRA, the operating position of the piston of the master cylinder 51, the operating position of the clutch pedal 28, and the operating position of the release fork 45 The operating position of the release bearing 44 may be detected. In short, if it is the operating position of the portion that operates in conjunction with the clutch pedal 28, this can be detected as a value corresponding to the clutch opening degree CRA and used for the peak suppression process. Further, a flow rate sensor for detecting the flow rate of the clutch fluid may be provided in the clutch pipe 53, and the clutch opening degree CRA may be obtained based on the flow rate of the clutch fluid detected by the flow rate sensor.

  As the contact sensor 33, various sensors such as a load sensor and a strain sensor can be adopted as long as the sensor can determine that a load is applied to the clutch pedal 28 in the depression direction. Further, instead of the contact sensor 33, it is possible to provide a switch that switches on / off when the driver touches the clutch pedal 28.

  The predetermined opening A1 may be changed according to the viscosity of the oil used in the oil lubrication system of the transmission 15, that is, the oil supplied to the inside of the transmission 15 for lubrication. Specifically, the higher the oil viscosity is, the more the predetermined opening A1 may be set to the opening at the undepressed position side.

  Here, the transmission 15 has a sliding portion such as a bearing portion of the input shaft 17, and a frictional force is generated in the sliding portion. As the friction force increases, the degree of attenuation of the actual transmission torque increases, and the amplitude of the first change decreases earlier. Therefore, in order to accurately match the amplitude with the amplitude of the second fluctuation, it is desirable that the predetermined opening A1 be set to an opening at the undepressed position as the frictional force increases. Note that the frictional force generated in the sliding portion is larger as the viscosity of the oil supplied into the transmission 15 is higher.

  According to the above configuration, the amplitude of the first variation and the amplitude of the second variation can be accurately matched by changing the predetermined opening according to the frictional force acting on the sliding portion. Thus, the peak value of the actual transmission torque can be suppressed more suitably.

It can be determined that the viscosity of the oil is lower as the oil temperature THO is higher, and that the viscosity of the oil is lower as the degree of deterioration of the oil is larger.
The predetermined opening A1 may be changed according to the magnitude of the torque generated by the engine 11. Here, the frictional force generated in the sliding portion described above changes in accordance with the magnitude of the actual transmission torque, and the actual transmission torque changes in accordance with the magnitude of the generated torque of the engine 11. According to the above configuration, the predetermined opening A1 can be changed according to the generated torque of the engine 11, in other words, according to the frictional force acting on the sliding portion. As a result, the amplitude of the first variation and the amplitude of the second variation can be exactly matched, and the peak value of the actual transmission torque can be more suitably suppressed. The generated torque of the engine 11 can be obtained based on the intake air amount GA, the engine rotational speed NE, and the like.

-The structure which changes the said predetermined period T1 according to the selected gear stage may be abbreviate | omitted.
-You may abbreviate | omit the structure which changes the predetermined period T1 according to the presence or absence of the action | operation of a friction brake mechanism.

  -You may abbreviate | omit the structure which changes clutch opening degree CRA gradually in an unmatched period. In this case, for example, the opening degree of the control valve 54 may be held at the maximum opening degree in the non-matching period. In addition, the opening degree of the control valve 54 may be held at a predetermined intermediate opening degree (<maximum opening degree) during the unmatched period.

  ・ (Condition A) and (Condition B) can be changed arbitrarily. The point is that the clutch opening degree CRA is an opening degree at which the operating state of the clutch mechanism 14 becomes the disengaged state, and the clutch in the joining direction in which the operating state of the clutch mechanism 14 becomes the disengaged state from the disengaged state. It is only necessary to be able to determine that the change rate of the opening degree CRA is equal to or higher than a predetermined start speed.

  ・ (Condition C) and (Condition D) can be changed arbitrarily. In short, the clutch opening degree CRA is an opening degree at which the operating state of the clutch mechanism 14 becomes the engaged state, and the clutch opening in the connecting direction in which the operating state of the clutch mechanism 14 is changed from the non-engaged state to the connected state. It is only necessary to be able to determine that the change rate of the degree CRA is less than the predetermined stop speed.

  ・ (Condition D) can be omitted. Even with such a configuration, it can be determined that the situation in which it is desirable to execute the peak suppression process through (Condition C) or (Condition E) is avoided. Further, both (Condition C) and (Condition D) may be omitted. Even with this configuration, it can be determined that the situation in which it is desirable to execute the peak suppression process through (Condition E) has been removed.

(Condition E) can be arbitrarily changed as long as it can be determined that the clutch pedal 28 is being operated by the driver.
-(Condition E) may be omitted. Even with such a configuration, it can be determined that the situation where it is desirable to execute the peak suppression process through (Condition C) and (Condition D) has been removed.

  When the clutch opening degree CRA is changed to the predetermined opening degree A1 and when the clutch opening degree CRA is changed from the predetermined opening degree A1 to the predetermined opening degree A2 in the peak suppression process, the control valve 54 is compared with the non-execution time of the peak suppression process. The degree of opening may be reduced. According to this configuration, it is possible to reduce the rate of change of the clutch opening CRA by limiting the flow rate of the clutch fluid that passes through the clutch pipe 53, thereby obtaining the effect of reducing the peak value of the actual transmission torque. It becomes possible.

  -While the clutch opening degree CRA changes to the predetermined opening degree A2, the control valve 54 is temporarily closed when the first predetermined opening degree A11 and when the second predetermined opening degree A12 is reached. The clutch opening CRA may be held at the first predetermined opening A11 (or the second predetermined opening A12) by driving the valve. Moreover, you may make it perform such a temporary valve-closing drive of the control valve 54 3 times or more. Even with such a configuration, every time the clutch opening degree CRA changes, periodic fluctuations in the actual transmission torque can be generated, and the fluctuations interfere with each other to cancel each other, thereby suppressing the peak value of the actual transmission torque. Can do.

  The present invention can also be applied to a vehicle in which a clutch mechanism and a clutch pedal are connected by a cable or a link mechanism. In this case, a configuration for stopping the change of the operation position of the clutch pedal or a configuration for reducing the change speed of the operation position of the clutch pedal is newly provided, and the operation of the clutch pedal is controlled by controlling the operation of the configuration. The position may be controlled.

The present invention can be applied not only to a vehicle provided with a clutch pedal operated by a driver's foot but also to a vehicle provided with a clutch lever operated by a driver's hand.
The present invention is not limited to a control device for a clutch mechanism mounted on a vehicle, and is interposed between a prime mover and a transmission and connected to a clutch operating member, and interlocks with a change in the operating position of the clutch operating member. The present invention can be applied to any control device for a clutch mechanism whose operation mode changes.

1 is a schematic diagram showing a schematic configuration of a vehicle to which a control device for a clutch mechanism according to an embodiment embodying the present invention is applied. Side surface sectional drawing which shows the side surface sectional structure of the clutch mechanism mounted in the vehicle. The flowchart which shows the execution aspect of a peak suppression process. Schematic which shows the relationship between the operation area | region of a clutch pedal, and execution conditions. The flowchart which shows the specific execution procedure of a peak suppression process. The flowchart which shows the specific execution procedure of a peak suppression process. The timing chart which shows an example of the execution aspect of a peak suppression process. The timing chart which shows an example of transition of the actual transmission torque during execution of a peak suppression process.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 11 ... Engine, 12 ... Crankshaft, 13 ... Flywheel, 14 ... Clutch mechanism, 15 ... Transmission, 17 ... Input shaft, 18 ... Clutch disk, 19 ... Drive shaft, 20 ... Differential gear, 21 ... Axle, 22 ... drive wheel, 24 ... shift device, 25 ... shift lever, 26 ... accelerator pedal, 27 ... brake pedal, 28 ... clutch pedal, 30 ... electronic control device, 31 ... accelerator sensor, 32 ... brake switch, 33 ... Contact sensor, 34 ... clutch sensor, 35 ... air amount sensor, 36 ... crank sensor, 37 ... oil temperature sensor, 38 ... gear speed sensor, 39 ... rotational speed sensor, 41 ... clutch cover, 42 ... pressure plate, 43 ... diaphragm Spring, 44 ... Release bearing, 45 ... Release fork, 6 ... shaft, 51 ... master cylinder, 52 ... release cylinder, 53 ... clutch piping, 54 ... control valve.

Claims (16)

In a control device for a clutch mechanism that is interposed between a prime mover and a transmission and is connected to a clutch operation member, and an operation mode changes in conjunction with a change in an operation position of the clutch operation member.
“The operating position of the clutch operating member is a position where the operating state of the clutch mechanism is in a non-engaged state, and the operating state of the clutch mechanism is changed from the non-engaged state to the connected state in the joining direction. When the execution condition including the execution start condition that `` the change speed of the operation position of the clutch operation member has become equal to or higher than a predetermined start speed '' is satisfied,
A steady state in which the actual transmission torque transmitted from the prime mover to the transmission through the clutch mechanism is stable at a constant value when the operating state of the clutch mechanism is in the engaged state based on the operating state of the prime mover. The operating position capable of transmitting a little more than half of the steady-state transmission torque when
The operating position is changed over a predetermined period corresponding to ½ of a fluctuation cycle of the cyclic fluctuation of the torque generated by changing the actual transmission torque by changing the operating position to the predetermined position at a predetermined speed. A control device for a clutch mechanism, comprising: an operating position changing means for changing the operating position again at the predetermined speed after holding the motor at the predetermined position. In the control device of the clutch mechanism according to claim 1,
The execution condition is “the operation position of the clutch operation member is a position where the operation state of the clutch mechanism is in the engagement state, and the change speed of the operation position of the clutch operation member in the engagement direction is predetermined. The clutch mechanism control device includes an execution stop condition that one of “below the stop speed” and “the clutch operating member is in an operating state” is satisfied. . In the control device of the clutch mechanism according to claim 1,
The execution condition is “the operating position of the clutch operating member is a position where the operating state of the clutch mechanism is in the engaged state, and the changing speed of the operating position of the clutch operating member in the engaging direction is a predetermined speed. The clutch mechanism control device includes an execution stop condition such as “being less than”. In the control device of the clutch mechanism according to claim 1,
The execution condition includes an execution stop condition that “the clutch operating member is in an operated state”. The transmission has an oil lubrication system for performing lubrication through supply of oil to the inside thereof,
The control device for a clutch mechanism according to any one of claims 1 to 4, wherein the operating position changing unit changes the predetermined position according to a viscosity of the oil. The control device for a clutch mechanism according to claim 5,
The control device for a clutch mechanism, wherein the operating position changing means determines that the viscosity of the oil is lower as the temperature of the oil is higher. In the control device of the clutch mechanism according to claim 5 or 6,
The control device for a clutch mechanism, wherein the operating position changing means determines that the viscosity of the oil is lower as the degree of deterioration of the oil is larger. In the control device of the clutch mechanism according to any one of claims 1 to 7,
The operation position changing means changes the predetermined position according to the magnitude of torque generated by the prime mover. In the control device of the clutch mechanism according to any one of claims 1 to 8,
A friction brake mechanism for forcibly stopping the rotation of the output shaft of the transmission;
The control device for a clutch mechanism, wherein the operating position changing means changes the predetermined period according to whether or not the brake mechanism is operated. In the control device of the clutch mechanism according to any one of claims 1 to 9,
The operating position changing means is configured to change the rotational speed of the output shaft of the prime mover and the transmission after the operating position of the clutch operating member has changed to a position at which the steady state transmission torque can be transmitted by the clutch mechanism. In the non-coincidence period until the rotational speed of the input shaft matches, the change speed of the operating position is set to be smaller as the difference between the rotational speeds is smaller, and the rotational speed of the output shaft of the prime mover and the transmission After the rotational speed of the input shaft coincides, the operating position is changed at the maximum speed. The control device for a clutch mechanism according to claim 10,
The control device for a clutch mechanism, wherein the operating position changing means increases the changing speed of the operating position in the non-matching period as the steady state transmission torque is smaller. In the control device of the clutch mechanism according to any one of claims 1 to 11,
The clutch mechanism control device, wherein the transmission is of a multi-stage type in which a plurality of shift stages can be selectively switched. The control device for a clutch mechanism according to claim 12,
The operating mechanism changing device increases the operating speed of the clutch mechanism as the gear position on the high speed side is selected. The control device for a clutch mechanism according to claim 12 or 13,
The control device for a clutch mechanism, wherein the operating position changing means changes the predetermined period according to a selected gear position. In the control device of the clutch mechanism according to any one of claims 1 to 14,
The clutch mechanism and the clutch operating member include a release cylinder that contacts the clutch mechanism, a master cylinder that contacts the clutch operating member, a liquid chamber of the release cylinder, and a pipe that communicates the liquid chamber of the master cylinder. And connected through a hydraulic operation system in which clutch fluid is sealed inside,
The pipe is provided with a control valve for changing the passage cross-sectional area,
The operating mechanism changing device controls the changing speed of the operating position by changing the opening of the control valve. In the control device of the clutch mechanism according to any one of claims 1 to 15,
The prime mover is an in-vehicle internal combustion engine;
The transmission is a component of a vehicle drive system including a drive shaft.

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