JP4712163B2 - Clutch speed control method - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a clutch speed control how applicable the clutches in the automatic disengaging possible automatic clutch vehicle or the like.
[0002]
[Prior art]
Conventionally, an auto clutch vehicle that automatically connects and disconnects a friction clutch based on a control unit connection / disconnection command is known (see Japanese Patent Application No. 10-48394, etc.).
[0003]
[Problems to be solved by the invention]
When clutch speed control is performed in such a vehicle, generally normal feedback control is performed. That is, the change amount of the clutch stroke is detected every predetermined unit time, and the change amount is divided by the unit time to obtain the clutch speed. Then, this is compared with a predetermined target speed to adjust the speed of the clutch.
[0004]
However, there are times when it is not necessary to perform such fine control, such as when the clutch is disengaged. At this time, if the feedback control as described above is performed, the control becomes too fine, and the control may become more complicated than necessary. That is, the unit time is usually an extremely short order of several tens of milliseconds. If it is not necessary to control every short time so far, it is convenient to have a method that can be controlled more easily.
[0005]
An object of the present invention is to provide a clutch speed control how that can be simplified control.
[0006]
[Means for Solving the Problems]
The present invention relates to a clutch speed control method at the time of engaging and disengaging control of the clutches by actuators based on the disconnection command of the control unit, the target clutch disconnection speed, half-clutch region clutch stroke from the complete contact value The clutch disengagement speed that is higher than the disengagement boundary value of the clutch is set to a higher speed of disengagement than the disengagement boundary value of the half-clutch region. The clutch disengagement speed is set to a low speed up to the value, the clutch disengagement speed is set from the disengagement side boundary value to the complete disengagement value from the disengagement boundary value of the half-clutch region, and all clutch strokes are set for each predetermined stroke width. The divided stroke width is divided by the stroke width starting from the set value closer to the cut-off boundary value of the half-clutch region and the cut-off boundary value of the half-clutch region. Setting and a stroke width to terminate, the clutch is measured every stroke width residence time when operating a predetermined stroke width, to calculate the actual clutch disconnection speed in the measured stroke width, The actual clutch disengagement speed in the stroke width measured immediately after the measured stroke width is feedback-controlled as compared with the target clutch disengagement speed in the measured stroke width .
[0009]
DETAILED DESCRIPTION OF THE INVENTION
Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.
[0010]
FIG. 1 is a configuration diagram of an auto clutch vehicle to which the present invention is applied. This auto clutch vehicle is equipped with a so-called selective auto clutch device. The selective auto clutch device uses a normal friction clutch as the clutch 1 and is configured to be manually connected / disconnected by the manual connection / disconnection means 2 or automatically connected / disconnected by the automatic connection / disconnection means 3. The figure shows a state in which the clutch 1 is connected and no means is operated.
[0011]
The clutch 1 is stroked in the connecting / disconnecting direction by reciprocating the clutch fork 4 by a slave cylinder 5 (which constitutes the “fluid pressure actuator” of the present invention). The slave cylinder 5 is supplied with hydraulic pressure (fluid pressure) as a clutch operating force from the intermediate cylinder 6. The intermediate cylinder 6 sends a hydraulic pressure corresponding to the hydraulic pressure supplied from the master cylinder 7 or the hydraulic pressure source 8 to the slave cylinder 5. The master cylinder 7 generates a hydraulic pressure corresponding to the depression amount (operation amount) of the clutch pedal 9 and sends it to the intermediate cylinder 6. The hydraulic source 8 includes an electric motor 10, a hydraulic pump 11, a check valve 32, electromagnetic valves 30 and 31, and a relief valve 13. The motor 10 and the electromagnetic valves 30 and 31 are driven and controlled by an electronic control unit 14 to supply hydraulic pressure. Exclude. Oil as a working fluid is stored in the oil tank 15.
[0012]
The solenoid valves 30 and 31 are duty-controlled by the control unit 14, and here, normally closed type, that is, closed when OFF and opened when ON are used. The solenoid valves 30 and 31 are used for clutch connection. The solenoid valves 30 and 31 have different oil discharge port diameters. Therefore, three types of clutch engagement speeds (low speed, medium speed, or high speed) can be selected by changing the combination of ON / OFF of the solenoid valves 30 and 31. The relief valve 13 is for fail-safe opening when the hydraulic pressure rises abnormally, and is normally closed.
[0013]
In this configuration, the manual connection / disconnection of the clutch 1 is performed as follows. First, when the clutch pedal 9 is depressed from the illustrated state, hydraulic pressure is generated in the master cylinder 7. Then, as shown by the solid line arrow, the two pistons 16 and 17 inside the intermediate cylinder 6 are pushed simultaneously and in the same direction, and the oil pressure corresponding to the pedal depression amount is supplied from the intermediate cylinder 6 to the slave cylinder 5. Then, in the slave cylinder 5, the internal piston 18 is pushed, whereby the clutch fork 4 is pushed, and the clutch 1 is operated to the dividing side by an amount corresponding to the pedal depression amount. When the return operation of the clutch pedal 9 is performed, the oil is returned as indicated by the broken line arrow, and the clutch 1 is operated to the connection side. At this time, the pistons 16 and 17 of the intermediate cylinder 6 are pushed back to the normal positions by the return spring 37. In this way, manual connection / disconnection is achieved, and the manual connection / disconnection means 2 is configured by the clutch pedal 9, the master cylinder 7, the intermediate cylinder 6, and the slave cylinder 5.
[0014]
A method for automatically connecting and disconnecting the clutch 1 will be described later.
[0015]
The clutch stroke (clutch position) is always detected by the clutch stroke sensor 19. The clutch stroke sensor 19 is a potentiometer that is operated by the clutch fork 4 via a link 36. The clutch stroke sensor 19 outputs a larger voltage as the clutch stroke is divided. A hydraulic switch 33 is provided at the outlet of the intermediate cylinder 6. This is turned ON when the outlet pressure of the intermediate cylinder 6 rises to a certain set value. The signals from the sensor 19 and the switch 33 are sent to the control unit 14.
[0016]
This vehicle is equipped with a normal transmission (manual transmission) 20. The transmission 20 is mechanically coupled to the shift lever 23 via a mechanical coupling means 57 such as a link or a wire cable, and is subjected to a shift operation in conjunction with the shift lever operation by the driver.
[0017]
The shift lever 23 is a part of the shift lever device 21. That is, the shift lever device 21 includes a shift lever 23, a shift knob 22 that forms a grip portion thereof, and a knob switch 62 built in the shift knob 22. The shift knob 22 can be slightly swung (swinged) in the shift direction with respect to the shift lever 23, and is normally held at the center position by a built-in spring, but is swung when a predetermined shift force is applied. 62 is turned on.
[0018]
The transmission 20 includes a shift stroke sensor 34 for detecting a shift direction stroke of the internal shifter lever, a neutral switch 24 for detecting that the shifter lever is in the neutral position, and a shift lever lever in the select direction. A select stroke sensor 35 for detecting a stroke is provided. Based on the signals from these sensors and switches, the control unit 14 detects the current gear stage (current gear stage) of the transmission 20.
[0019]
Here, an automatic connection / disconnection method of the clutch 1 will be described. It is assumed that the driver gives a shift force to the shift knob 22 in order to change speed while traveling at a predetermined gear stage. Then, the shift knob 22 is slightly swung and the knob switch 62 is turned on. With this as a signal, the control unit 14 sends a clutch disconnection command to the automatic connecting / disconnecting means 3 and specifically starts the motor 10. Then, the hydraulic pump 11 is activated to generate hydraulic pressure, and the hydraulic pressure pushes the check valve 32 open to the intermediate cylinder 6 as indicated by the solid line arrow. The intermediate cylinder 6 pushes the pistons 16 and 17 in the separating direction. Thereby, the piston 17 on the outlet side further pressurizes the oil on the outlet side and supplies it to the slave cylinder 5. When this happens, the piston 18 of the slave cylinder 5 pushes the clutch fork 4 and separates the clutch 1.
[0020]
The control unit 14 stops the motor 10 when the clutch stroke sensor 19 recognizes the completion of the clutch based on the signal. Thereafter, the check valve 32 holds the hydraulic pressure and the clutch 1 is held off. During this time, the driver continuously operates the shift lever, and the transmission 20 is put into the next gear stage.
[0021]
The control unit 14 recognizes the gear-in from the signals of the shift stroke sensor 34 and the select stroke sensor 35, and at the same time sends a clutch engagement command to the automatic connection / disconnection means 3 to start connection control of the clutch 1. Specifically, at least one of the solenoid valves 30 and 31 is turned on, the hydraulic pressure is discharged from the slave cylinder 5 as indicated by the broken line arrow, the clutch fork 4 is returned, and the clutch 1 is connected. At this time, the optimum ON / OFF combination of the solenoid valves 30 and 31 is selected in consideration of the clutch connection state, the accelerator depression, the engine and the vehicle operation state, and the duty control to these solenoid valves. Is done. As a result, the clutch is connected at the optimum speed.
[0022]
In this way, the hydraulic power source 8, the intermediate cylinder 6 and the slave cylinder 5 form the automatic connection / disconnection means 3.
[0023]
Switching between manual connection and automatic connection / disconnection is performed by a changeover switch 25 provided in the passenger compartment.
[0024]
Here, at the time of vehicle start, the following start control is executed. That is, it is assumed that the driver operates the shift lever 23 from the neutral to the start stage in order to start the vehicle. Then, prior to the operation of the shift lever 23, the shift knob 22 swings and the knob switch 62 is turned on. With this as a signal, the clutch 1 is automatically disconnected, and the transmission 20 is put into the starting stage by continuing the shift lever operation. After this, the clutch disengagement holding state and the accelerator depression state are entered, and when the accelerator pedal 38 is depressed by the driver, the clutch 1 is automatically connected as the engine speed rises according to the depression amount.
[0025]
For such start control, an accelerator opening sensor 39 for detecting the amount of depression of the accelerator pedal 38, that is, the accelerator opening is provided. The accelerator opening sensor 39 is a potentiometer and outputs a voltage signal proportional to the accelerator opening. An accelerator idle switch 40 is provided near the accelerator pedal, and is turned on when the accelerator pedal 38 is in the idle area and turned off when the accelerator pedal 38 is depressed more than the idle area. The outputs of the sensor 39 and the switch 40 are sent to the control unit 14.
[0026]
The accelerator pedal 38 is mechanically connected to the engine output control mechanism 41 via mechanical connection means 42 such as a wire or a link. Here, the engine 43 is a diesel engine, and the engine output control mechanism 41 is a mechanical governor attached to the fuel injection pump 44. However, a gasoline engine can be used. In this case, the engine output control mechanism is a throttle valve. The engine 43 is provided with an engine rotation speed sensor 45 for detecting the engine rotation speed (specifically, the crankshaft rotation speed), and its output is sent to the control unit 14.
[0027]
The transmission 20 is provided with an output shaft rotation sensor 63 for detecting the output shaft rotation speed, and the control unit 14 converts the vehicle speed based on the output of the sensor 63.
[0028]
In this auto clutch vehicle, the following clutch speed control is executed. That is, when the clutch is disengaged, the clutch disengagement speed in the half-clutch region is changed according to the clutch stroke. 2 and 3 show the contents of this speed control. In the figure, the horizontal axis represents time, and the vertical axis represents the clutch stroke. V _L is a value corresponding to the clutch complete engagement position (referred to as a complete engagement value), V _H is a value corresponding to the clutch complete engagement position (referred to as a complete engagement value), and V _XL is a value corresponding to the contact boundary position in the half clutch region (contact engagement). V _XH is a value corresponding to the disconnection boundary position of the half-clutch region (referred to as disconnection boundary value), and V ₁ is a value slightly closer to the disconnection boundary value V _XH (referred to as contact side set value). , V ₂ is a value slightly on the disconnection side (referred to as a disconnection set value) from the disconnection boundary value V _XH .
[0029]
FIG. 3 shows the target speeds U ₁ and U ₂ corresponding to the clutch strokes input to the control unit 14 in advance. That is, the control unit 14 feedback-controls the clutch so that the actual disconnecting speed approaches the target speed.
[0030]
In this clutch disconnection speed, Kansetchi V U ₁ during high-speed from _H to contact side setting value V _1, contact side setting value U ₂ between the low speed from V ₁ to the cross-sectional side setting value V ₂ The high-speed U ₁ is between the cutoff side set value V ₂ and the complete cutoff value V _H. That is, in the clutch disengagement process, the disengagement speed is switched from U ₁ to U ₂ when the actual clutch stroke reaches the contact side set value V ₁ , and then the disengagement is performed when the actual clutch stroke reaches the disengagement set value V _2. The speed is switched from U ₂ to U ₁ . Thus, clutch disconnection speed is changed in a half clutch region, always a slow U ₂ when exceeding the cross-sectional side boundary position of the half-clutch area (cross-sectional side boundary value V _XH).
[0031]
For example, when the clutch is suddenly disconnected from the half-clutch state, for example, while starting, the torsional torque that has been applied to the drive system until then is released all at once, causing problems such as clutch disconnection shock and swing back. Since the clutch disengagement shock occurs at the moment when the clutch is disengaged from the half-clutch state (the moment of exiting from the half-clutch region), the clutch disengagement shock can be reliably prevented by crossing the disengagement side boundary position at this low speed U _2. .
[0032]
For this reason, the break speed control is executed during the start control. FIG. 2 shows the situation at this time. In the figure, the solid line shows how the clutch stroke changes when the start-up connection is made as usual. The broken line shows a situation when the driver depresses the accelerator and the clutch is disengaged during the half-clutch in the case of slow speed driving or the like. As indicated by the broken line on the left side, if the clutch stroke at the start of clutch disengagement is a value A between the contact side set value V ₁ and the disengagement boundary value V _XH , the clutch is disengaged at the low speed U ₂ and remains as the disengagement boundary. The value V _XH is _exceeded and a clutch disengagement shock is prevented. Thereafter, when the clutch stroke reaches the disengagement side set value V ₂ , the disengagement speed is changed to a high speed U ₁ and the clutch is quickly completed.
[0033]
On the other hand, as shown in the right-hand broken line, high-speed U ₁ if the value B between the clutch stroke of the clutch cutting start is the contact side setting value V ₁ and the contact-side boundary value V _XL, until contact side setting value V ₁ The clutch is disengaged at, and is switched to the low speed U ₂ at the contact side set value V ₁ and exceeds the disengagement boundary value V _{XH as it} is. This also prevents the clutch disengagement shock. Clutch disconnection speed is switched to a high-speed U ₁ again if the clutch stroke after this Itare intercepted side setting value V ₂ is Kanse'.
[0034]
Here, the latter example is a case where the clutch is disengaged from a relatively deep half-clutch state. Since this time the overall disconnection time when clutch disconnection at a low speed from the start becomes long, and clutch disconnection fast until contact side setting value V _1. Further, the former example does the same, but the clutch stroke is switched to the cross-sectional velocity When turned sectional side setting value V ₂ at a high speed. Thereby, it is not necessary to prolong the entire disconnection time, and the disconnection time can be shortened while preventing the clutch disconnection shock. In other words, it is only necessary to reduce the speed only when the disconnection side boundary value V _XH is exceeded, and in other cases it is preferable to disengage the clutch at high speed.
[0035]
Here, this apparatus also performs clutch control (vehicle speed control) based on the vehicle speed. This means that the clutch is engaged when the vehicle speed increases to a certain value in the clutch disengaged state, and conversely, the clutch is disengaged when the vehicle speed decreases to the certain value Q in the clutch engaged state as shown in FIG. For example, when the brake pedal is released from a state of starting standby on a downhill (a state where the vehicle speed is zero, the brake is being operated, the clutch is disengaged, and the gear is in), the vehicle starts running idle (coasting) and descends the hill. If the vehicle speed continues to increase, the clutch will be connected and the engine brake will be applied when the vehicle speed reaches a certain level. On the other hand, when the vehicle is decelerated while applying the engine brake in normal driving, the clutch is disconnected to prevent engine stall when the vehicle speed reaches a sufficiently low speed.
[0036]
In particular, the clutch disengagement speed control is executed in the latter vehicle speed disengagement control. That is, since the torsional torque is accumulated in the drive system by the engine brake, a shock is generated if it is released at once. Therefore, as shown in FIG. 4, when the breaking side boundary value V _XH is exceeded, the breaking speed is changed to a low speed to solve this problem.
[0037]
By the way, the following two types of methods for changing the clutch disengagement speed are possible. One is a leak type, which keeps the discharge amount of the hydraulic pump 11 to the maximum by rotating the motor 10 to the maximum, while changing the duty ratio of the duty signal given to the solenoid valve 30 or 31 and adjusting the oil leak amount to make the slave This is a method of changing the speed of the cylinder 5. This method has been conventionally performed.
[0038]
The other is a motor control type, in which the motor 10 is directly duty controlled, the discharge amount of the hydraulic pump 11 is changed by changing the duty ratio, and the speed of the slave cylinder 5 is changed. This method is a novel method unique to this apparatus. Since the motor control type can reduce the motor speed compared to the leak type, the motor operating noise can be reduced, and since the solenoid valve is not operated, the operating noise is eliminated, which is advantageous in terms of noise.
[0039]
By the way, the clutch stroke sensor 19 is a potentiometer, and its output is an analog signal. On the other hand, the control unit 14 is configured to digitally process various signals. Therefore, the control unit 14 converts the analog signal of the clutch stroke sensor 19 into a digital signal.
[0040]
Further, in this apparatus, the clutch disengagement speed detection and the clutch feedback control when the clutch is disengaged are performed by a method different from the conventional method. That is, in the conventional method, a change amount of the clutch stroke is detected every predetermined unit time determined in advance, and the change amount is divided by the unit time to obtain the clutch disengagement speed. Then, this is compared with a predetermined target speed, and the clutch is feedback-controlled every unit time.
[0041]
On the other hand, in this apparatus, the stay time of the clutch when the clutch operates in a predetermined stroke width determined in advance is measured, and the stroke width is divided by the stay time to obtain the clutch disengagement speed. Then, the clutch disengagement speed is compared with a predetermined target speed, and the clutch is feedback-controlled for each predetermined stroke width. That is, here, the clutch disengagement speed is detected and the clutch control is performed based on the clutch stroke width instead of the time.
[0042]
This will be described in detail. As shown in FIG. 5, here, all clutch strokes (digital values) from complete connection to complete disconnection are divided in advance into a plurality of blocks, and feedback control is executed for each block. Each block has a stroke width of a number of bits larger than 1, and has a stroke width of a bit, b bit,. Here, all clutch strokes are equally divided, and a = b = c... = G.
[0043]
In the process of separating the clutch, the time that the actual clutch stroke stays in one block (stay time) is counted by a timer, the stroke width (number of bits) in that block is divided by the stay time, and the result is shown in the relevant block. The actual clutch disengagement speed inside.
[0044]
For example, it is assumed that the stay time is ta in the first block starting from the complete contact position (digital value = a ₀ ). In other words, it is assumed that time ta is required for the digital value of the clutch stroke to change from a ₀ to b ₀ in the clutch separation process. Then, the clutch disengagement speed in this block is a / ta. Similarly, the next block starting with digital value = b ₀ is b / tb, and the next block starting with digital value = c ₀ is c / tc. The actual clutch disengagement speed obtained in this way is compared with the target speeds a / Ta, b / Tb, c / Tc... Inputted in advance to the control unit 14, and the clutch is feedback-controlled. The comparison is performed when the boundary value of each block, that is, when the digital value of the clutch stroke becomes b ₀ , c ₀ .
[0045]
In the illustrated example, the target speeds a / Ta and b / Tb correspond to the previous U ₁ , and the target speed c / Tc corresponds to the previous U ₂ . c ₀ and d ₀ correspond to the previous tangential set value V ₁ and the disconnected set value V ₂ . In the first block larger than the actual cross-sectional speed a / ta is the target speed a / Ta, the cross-sectional speed is adjusted in the decreasing direction when the digital value of this for the clutch stroke becomes b _0. In the next block, the breaking speed b / tb is smaller than the target speed b / Tb. When the digital value of the clutch stroke becomes c ₀ , the target speed c / Tc is decreased, and the actual disconnection speed c / tc is also decreased accordingly. When the digital value of the clutch stroke becomes d ₀ , the target speed is increased again and the actual disconnection speed is also increased.
[0046]
In this method, stroke widths a, b,... Are set so that ta, tb,... Or Ta, Tb,. The Therefore, according to this method, it is not necessary to perform feedback control every unit time, which is usually an extremely short time (ex. 32 msec), and the control can be simplified. In this method, although control is rougher than in the prior art, it is effective when it is not necessary to finely control the clutch, particularly when the clutch is disengaged. If there is an area that requires the finest control, the conventional method can be used only for that area, and this method can be used for other areas. The method of dividing the clutch stroke is not limited to equal division, and the stroke width in one block can be arbitrarily set. As the method for changing the cutting speed, either the leak type or the motor control type is possible.
[0047]
As described above, the present invention can take other various embodiments. For example, the clutch plate clutch or the like can be, in the "clutches" of the present invention also include such things. It's possible even modification "actuators", it is also possible to use the fluid pressure of the other hydraulic pressure (e.g., air pressure, etc.).
[0048]
【The invention's effect】
In short, according to the present invention, the excellent effect that the control can be simplified is exhibited.
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram of an auto clutch vehicle to which the present invention is applied.
FIG. 2 is a time chart showing the contents of clutch disengagement speed change control.
FIG. 3 shows the content of the control and shows a clutch disengagement target speed.
FIG. 4 is a diagram showing the contents of vehicle speed division control.
It is a diagram for explaining a clutch disconnection speed control how according to the present invention; FIG.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Friction clutch 5 Slave cylinder 8 Hydraulic source 10 Electric motor 11 Hydraulic pump 14 Control unit 19 Clutch stroke sensor 30, 31 Solenoid valve U ₁ High-speed clutch disconnection speed U ₂ Low-speed clutch disconnection speed ta, tb, tc Stay time a, b, c, d, e, f, g Stroke width (number of bits) in one block

Claims (1)

A clutch speed control method at the time of disengaging controlled by actuators of clutches based on the disconnection command of the control unit,
The target clutch disengagement speed is set to a high clutch disengagement speed from the complete engagement value to the set value on the contact side from the disengagement boundary value of the half-clutch region. The clutch is set to a low clutch disengagement speed from the set value to the disengagement side boundary value of the half-clutch region, and the high-speed clutch from the disengagement boundary value of the half-clutch region to the disengagement set value to the complete disengagement value. Cutting speed,
All clutch strokes are divided into predetermined stroke widths, and the divided stroke widths are defined as stroke widths starting from a set value closer to the cut-off side boundary value of the half-clutch area, and cut-off of the half-clutch area. Stroke width that ends with the set value on the disconnect side from the side boundary value,
The stay time when the clutch operates a predetermined stroke width is measured for each stroke width, the actual clutch disconnection speed in the measured stroke width is calculated, and compared with the target clutch disconnection speed in the measured stroke width A clutch speed control method comprising feedback-controlling an actual clutch disengagement speed in a stroke width measured immediately after the measured stroke width .

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