JP7106745B2 - clutch controller - Google Patents

Description

The present invention relates to a clutch control device.
This application claims priority based on Japanese Patent Application No. 2019-048398 filed in Japan on March 15, 2019, the content of which is incorporated herein.

2. Description of the Related Art Conventionally, a clutch device provided in a torque transmission path between an engine and wheels has a slipper cam mechanism that relieves back torque by moving the clutch center in the axial direction (see, for example, Patent Document 1).
The clutch device in Patent Document 1 engages with a washer member to restrict the axial movement of the clutch center until the rotation speed of the clutch center reaches a threshold value, and when the rotation speed of the clutch center exceeds the threshold value, centrifugal force is applied. and a plunger mechanism for releasing the engagement.
That is, Patent Document 1 describes a mechanical slipper clutch in which the clutch capacity is reduced when a predetermined number of revolutions is reached. Conventional mechanical slipper clutches are equipped with a mechanism that reduces the engaged clutch capacity (operates in the direction of disengagement) when the vehicle speed and engine speed satisfy one predetermined condition. there is

Japanese Patent Application Laid-Open No. 2016-145626

By the way, the timing of reducing the clutch capacity differs depending on the estimated engine torque corresponding to the engine speed and throttle opening, the state of the vehicle such as the bank angle of the vehicle body, and the like. However, with conventional mechanical slipper clutches, the clutch capacity cannot be freely changed according to the state of the vehicle and the like, so there are cases where the optimum clutch capacity cannot be output.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to enable a clutch control device to output an optimum clutch capacity.

As means for solving the above problems, aspects of the present invention have the following configurations.
(1) A clutch control device according to an aspect of the present invention includes an engine, a transmission, a clutch device for connecting and disconnecting power transmission between the engine and the transmission, and driving the clutch device to increase the clutch capacity. A clutch actuator to be changed, a clutch operator for a driver to operate the clutch device, a clutch operation amount sensor for detecting an operation amount of the clutch operator, and a control unit for calculating a control target value of the clutch capacity. and, the control unit calculates an estimated engine torque, sets a slip control target value at which the clutch device starts to slip according to the estimated engine torque, and the control unit controls the clutch operating element. When the control target value set according to the operation amount exceeds the slip control target value, the slip control target value is corrected according to the operation amount of the clutch operating element.

(2) In the clutch control device described in (1) above, the control unit may correct the slip control target value by multiplying it by a correction coefficient corresponding to the amount of operation of the clutch operator.

(3) In the clutch control device described in (1) or (2) above, the control unit may change the slip control target value according to the state of the vehicle.

(4) In the clutch control device according to any one of (1) to (3) above, when the estimated engine torque is less than a predetermined specified value, the slip control target value may be set.

(5) In the clutch control device according to any one of (1) to (4) above, the control unit determines in advance a clutch differential rotation, which is the difference between the upstream rotation and the downstream rotation of the clutch device. The slip control target value may be set when the specified value is exceeded.

According to the clutch control device described in (1) above of the present invention, the control section calculates the estimated engine torque, and the slip control target value of the clutch device can be set according to the estimated engine torque. As a result, the slip control target value at which the clutch device starts to slip can be optimally set according to the estimated engine torque. Further, when the control target value corresponding to the operation amount of the clutch operating element exceeds the slip control target value, the slip control target value can be corrected according to the operation amount of the clutch operating element. As a result, when the driver intends to intentionally lower the clutch capacity by operating the clutch operator, the slip control target value can be corrected reflecting the driver's intention. Thus, the optimum clutch capacity can be output according to the engine estimated torque and clutch operation.

According to the clutch control device described in (2) above of the present invention, the slip control target value set according to the estimated engine torque is multiplied by the correction coefficient that changes according to the operation amount of the clutch operating element to correct the value. Only by this, the slip control target value corrected according to the clutch operation amount can be set, and the control can be simplified and the cost can be reduced.

According to the clutch control device described in (3) above of the present invention, by changing the slip control target value according to the state of the vehicle (bank angle of the vehicle body, etc.), optimum slip control is performed according to the state of the vehicle. A target value can be set.

According to the clutch control device described in (4) above of the present invention, by setting the slip control target value when the estimated engine torque is less than the predetermined value, the timing for setting the optimum slip control target value is determined. , when the estimated engine torque is less than a predetermined value (vehicle deceleration state).

According to the clutch control device described in (5) above of the present invention, by setting the slip control target value when the clutch differential rotation exceeds the predetermined value, the timing for setting the optimum clutch capacity can be adjusted to the clutch differential rotation. It can be limited to cases where the rotation exceeds a predetermined value (strong engine braking condition).

1 is a left side view of a motorcycle according to an embodiment of the present invention; FIG. FIG. 2 is a cross-sectional view of the transmission and change mechanism of the motorcycle; 1 is a schematic illustration of a clutch actuation system including a clutch actuator; FIG. 1 is a block diagram of a transmission system; FIG. 4 is a graph showing changes in hydraulic pressure supplied to a clutch actuator; It is an explanatory view showing transition of clutch control mode in the embodiment of the present invention. 4 is a flowchart showing control of clutch capacity in the embodiment of the present invention; It is a figure which shows the engine estimated torque map in embodiment of this invention. FIG. 4 is a diagram showing the correlation between clutch differential rotation, bank angle, and upper limit oil pressure (when in LOW gear) in the embodiment of the present invention; FIG. 4 is a diagram showing the correlation between clutch differential rotation, bank angle, and upper limit hydraulic pressure in the embodiment of the present invention (at the time of MID gear); FIG. 4 is a diagram showing the correlation between clutch differential rotation, bank angle, and upper limit hydraulic pressure (in HIGH gear) in the embodiment of the present invention; FIG. 4 is a diagram showing an example of the correlation between the lever operation angle of the clutch lever and the correction coefficient of the control target value in the embodiment of the present invention;

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described with reference to the drawings. Unless otherwise specified, directions such as front, rear, left, and right in the following description are the same as directions in the vehicle described below. An arrow FR indicating the front of the vehicle, an arrow LH indicating the left of the vehicle, and an arrow UP indicating the upper side of the vehicle are shown at appropriate locations in the drawings used in the following description.

<Whole vehicle>
As shown in FIG. 1, this embodiment is applied to a motorcycle 1 that is a straddle-type vehicle. A front wheel 2 of the motorcycle 1 is supported by lower ends of a pair of left and right front forks 3 . Upper portions of the left and right front forks 3 are supported by a head pipe 6 at the front end of the body frame 5 via a steering stem 4 . A bar-type steering handle 4a is attached to the top bridge of the steering stem 4. As shown in FIG.

The vehicle body frame 5 includes a head pipe 6, a main tube 7 extending downward and rearward from the head pipe 6 at the center in the vehicle width direction (left and right direction), left and right pivot frames 8 continuing below the rear end of the main tube 7, and a main tube. A seat frame 9 connected to the rear of the tube 7 and the left and right pivot frames 8 is provided. A front end portion of a swing arm 11 is swingably pivoted to the left and right pivot frames 8 . A rear wheel 12 of the motorcycle 1 is supported at the rear end of the swing arm 11 .

A fuel tank 18 is supported above the left and right main tubes 7 . Behind the fuel tank 18 and above the seat frame 9, a front seat 19 and a rear seat cover 19a are supported side by side in the front-rear direction. The seat frame 9 is surrounded by a rear cowl 9a. A power unit PU, which is a prime mover of the motorcycle 1, is suspended below the left and right main tubes 7 . For example, power unit PU is linked to rear wheel 12 via a chain transmission mechanism.

Power unit PU integrally has an engine (internal combustion engine) 13 located on the front side and a transmission 21 located on the rear side. For example, the engine 13 is a multi-cylinder engine in which the rotational axis of a crankshaft 14 (hereinafter also referred to as "crankshaft 14") extends in the left-right direction (vehicle width direction). The engine 13 has a cylinder 16 erected above the front portion of the crankcase 15 . A rear part of the crankcase 15 is a transmission case 17 that accommodates the transmission 21 .

<Transmission>
As shown in FIG. 2, the transmission 21 is a stepped transmission having a main shaft 22, a counter shaft 23, and a transmission gear group 24 extending over both shafts 22,23. The countershaft 23 (hereinafter also referred to as "countershaft 23") constitutes an output shaft of the transmission 21 and further of the power unit PU. The end of the countershaft 23 protrudes to the rear left side of the crankcase 15 and is connected to the rear wheel 12 via the chain type transmission mechanism.

The transmission gear group 24 has gears supported by both shafts 22 and 23 for the number of gears. The transmission 21 is of a constant mesh type in which corresponding gear pairs of a transmission gear group 24 are always meshed between both shafts 22 and 23 . A plurality of gears supported by both shafts 22 and 23 are classified into free gears rotatable with respect to the corresponding shafts and slide gears (shifters) spline-fitted with the corresponding shafts. One of the free gear and the slide gear is provided with an axially convex dog, and the other is provided with an axially concave slot for engaging the dog. That is, the transmission 21 is a so-called dog transmission.

Also referring to FIG. 3 , the main shaft 22 and the counter shaft 23 of the transmission 21 are arranged side by side in the front-rear direction behind the crankshaft 14 . A clutch device 26 operated by a clutch actuator 50 is coaxially arranged at the right end of the main shaft 22 . For example, the clutch device 26 is a wet multi-plate clutch, a so-called normally open clutch. That is, the clutch device 26 is in a connected state in which power can be transmitted by the hydraulic pressure supplied from the clutch actuator 50, and returns to a disconnected state in which power cannot be transmitted when the hydraulic pressure from the clutch actuator 50 is no longer supplied.

Referring to FIG. 2, the rotational power of the crankshaft 14 is transmitted to the main shaft 22 via the clutch device 26, and transmitted from the main shaft 22 to the counter shaft 23 via an arbitrary gear pair of the transmission gear group 24. . A drive sprocket 27 of the chain transmission mechanism is attached to the left end portion of the countershaft 23 that protrudes to the rear left side of the crankcase 15 .

A change mechanism 25 for switching gear pairs of a transmission gear group 24 is accommodated in the upper rear portion of the transmission 21 . The change mechanism 25 rotates a hollow cylindrical shift drum 36 parallel to both shafts 22 and 23 to operate a plurality of shift forks 36a in accordance with the pattern of lead grooves formed on the outer circumference of the shift drum 36. The pair of gears used for power transmission between the shafts 22 and 23 in is switched.

The change mechanism 25 has a shift spindle 31 parallel to a shift drum 36 . In the change mechanism 25, when the shift spindle 31 rotates, the shift arm 31a fixed to the shift spindle 31 rotates the shift drum 36, axially moves the shift fork 36a in accordance with the pattern of the lead grooves, and shifts the transmission gear group. 24 to switch gear pairs capable of power transmission (that is, to switch gear stages).

The shift spindle 31 has a shaft outer portion 31b protruding outward (to the left) of the crankcase 15 in the vehicle width direction so that the change mechanism 25 can be operated. A shift load sensor 73 (shift operation detection means) is coaxially attached to the shaft outer portion 31b of the shift spindle 31 (see FIG. 1). A rocking lever 33 is attached to the outer shaft portion 31b of the shift spindle 31 (or the rotating shaft of the shift load sensor 73). The rocking lever 33 extends rearward from a base end 33a clamped to the shift spindle 31 (or a rotating shaft), and has a top end 33b on which the upper end of the link rod 34 rocks via an upper ball joint 34a. movably connected. A lower end portion of the link rod 34 is pivotably connected to a shift pedal 32 operated by the driver's foot via a lower ball joint (not shown).

As shown in FIG. 1, the shift pedal 32 is supported at its front end on the lower portion of the crankcase 15 via a shaft extending in the left-right direction so as to be vertically swingable. A rear end portion of the shift pedal 32 is provided with a pedal portion on which the foot of the driver placed on the step 32a is hooked.

As shown in FIG. 2 , a shift change device 35 for switching gears of the transmission 21 includes the shift pedal 32 , the link rod 34 and the change mechanism 25 . In the shift change device 35, an assembly (a shift drum 36, a shift fork 36a, etc.) for switching the gear stage of the transmission 21 within the transmission case 17 is called a shift operation portion 35a, and a shift operation to the shift pedal 32 is input. An assembly (the shift spindle 31, the shift arm 31a, etc.) that rotates around the axis of the shift spindle 31 and transmits this rotation to the shift operation portion 35a is called a shift operation receiving portion 35b.

Here, in the motorcycle 1, only the shift operation of the transmission 21 (foot operation of the shift pedal 32) is performed by the driver, and the connection/disengagement operation of the clutch device 26 is automatically performed by electric control according to the operation of the shift pedal 32. A so-called semi-automatic transmission system (automatic clutch type transmission system) is adopted.

<Transmission system>
As shown in FIG. 4, the transmission system includes a clutch actuator 50, an ECU 60 (Electronic Control Unit, control section), and various sensors 71-76.
The ECU 60 includes a bank angle sensor 71 that detects the bank angle of the vehicle body, a gear position sensor 72 that detects the gear stage from the rotation angle of the shift drum 36, and a shift load sensor 73 that detects the operation torque input to the shift spindle 31 ( For example, based on detection information from a torque sensor), various vehicle state detection information from a throttle opening sensor 74 that detects the throttle opening, a vehicle speed sensor 75, and an engine speed sensor 76 that detects the engine speed. , controls the operation of the clutch actuator 50 and controls the operation of the ignition device 46 and the fuel injection device 47 . The ECU 60 also receives detection information from oil pressure sensors 57 and 58 and a shift operation detection switch (shift neutral switch) 48, which will be described later.
The ECU 60 also includes a hydraulic control section (clutch control section) 61 and a storage section 62, the functions of which will be described later.

Also referring to FIG. 3 , the clutch actuator 50 is controlled by the ECU 60 to control the hydraulic pressure that connects and disconnects the clutch device 26 . The clutch actuator 50 includes an electric motor 52 (hereinafter simply referred to as “motor 52 ”) as a drive source and a master cylinder 51 driven by the motor 52 . The clutch actuator 50 constitutes an integrated clutch control unit 50A together with a hydraulic circuit device 53 provided between the master cylinder 51 and the hydraulic pressure supply/discharge port 50p.
The ECU 60 calculates a target value (target hydraulic pressure) of the hydraulic pressure to be supplied to the slave cylinder 28 for connecting and disconnecting the clutch device 26 based on a preset calculation program, and calculates The clutch control unit 50A is controlled so that the oil pressure on the 28 side (slave oil pressure) approaches the target oil pressure.

The master cylinder 51 strokes the piston 51 b in the cylinder body 51 a by driving the motor 52 so that the working oil in the cylinder body 51 a can be supplied to and discharged from the slave cylinder 28 . In the drawing, reference numeral 55 denotes a conversion mechanism as a ball screw mechanism, reference numeral 54 denotes a transmission mechanism extending over the motor 52 and the conversion mechanism 55, and reference numeral 51e denotes a reservoir connected to the master cylinder 51, respectively.

The hydraulic circuit device 53 has a valve mechanism (solenoid valve 56) that opens or shuts off an intermediate portion of a main oil passage (hydraulic supply/discharge oil passage) 53m extending from the master cylinder 51 to the clutch device 26 side (slave cylinder 28 side). is doing. A main oil passage 53m of the hydraulic circuit device 53 is divided into an upstream oil passage 53a on the master cylinder 51 side of the solenoid valve 56 and a downstream oil passage 53b on the slave cylinder 28 side of the solenoid valve 56. . The hydraulic circuit device 53 further includes a bypass oil passage 53c that bypasses the solenoid valve 56 and communicates the upstream oil passage 53a and the downstream oil passage 53b.

The solenoid valve 56 is a so-called normally open valve. The bypass oil passage 53c is provided with a one-way valve 53c1 that allows hydraulic oil to flow only from the upstream side to the downstream side. An upstream oil pressure sensor 57 is provided on the upstream side of the solenoid valve 56 to detect the oil pressure of the upstream oil passage 53a. A downstream oil pressure sensor 58 is provided downstream of the solenoid valve 56 to detect the oil pressure of the downstream oil passage 53b.

As shown in FIG. 1, for example, the clutch control unit 50A is housed inside the rear cowl 9a. The slave cylinder 28 is attached to the rear left side of the crankcase 15 . The clutch control unit 50A and the slave cylinder 28 are connected via hydraulic piping 53e (see FIG. 3).

As shown in FIG. 2, the slave cylinder 28 is coaxially arranged to the left of the main shaft 22 . The slave cylinder 28 pushes a push rod 28a penetrating through the main shaft 22 to the right when hydraulic pressure is supplied from the clutch actuator 50 . The slave cylinder 28 presses the push rod 28a to the right to operate the clutch device 26 to the connected state via the push rod 28a. When the hydraulic pressure is no longer supplied, the slave cylinder 28 releases the push rod 28a and returns the clutch device 26 to the disengaged state.

In order to maintain the clutch device 26 in the connected state, it is necessary to continue supplying hydraulic pressure, which consumes electric power accordingly. Therefore, as shown in FIG. 3, a solenoid valve 56 is provided in the hydraulic circuit device 53 of the clutch control unit 50A, and the solenoid valve 56 is closed after hydraulic pressure is supplied to the clutch device 26 side. As a result, the hydraulic pressure supplied to the clutch device 26 side is maintained, and the hydraulic pressure is supplemented by the pressure drop (recharged by the leak amount), thereby suppressing energy consumption.

<Clutch control>
Next, the action of the clutch control system will be described with reference to the graph of FIG. In the graph of FIG. 5, the vertical axis indicates the supply oil pressure detected by the downstream side oil pressure sensor 58, and the horizontal axis indicates the elapsed time.
When the motorcycle 1 is stopped (idling), the solenoid valve 56 controlled by the ECU 60 is open. At this time, the slave cylinder 28 side (downstream side) is in a low pressure state lower than the touch point oil pressure TP, and the clutch device 26 is in a non-engaged state (disconnected state, released state). This state corresponds to region A in FIG.
When the vehicle is stopped in the in-gear state, electric power is supplied to the motor 52 to generate a slight hydraulic pressure. This is to immediately continue the clutch and start the vehicle.

When the motorcycle 1 is started, when the rotation speed of the engine 13 is increased, electric power is supplied only to the motor 52, and hydraulic pressure is supplied from the master cylinder 51 to the slave cylinder 28 via the open solenoid valve 56. When the oil pressure on the side of the slave cylinder 28 (downstream side) rises to the touch point oil pressure TP or higher, the clutch device 26 starts to be engaged, and the clutch device 26 enters a half-clutch state in which part of the power can be transmitted. This allows the motorcycle 1 to start smoothly. This state corresponds to area B in FIG.
Eventually, the difference between the input rotation and the output rotation of the clutch device 26 decreases, and when the oil pressure on the slave cylinder 28 side (downstream side) reaches the lower limit holding oil pressure LP, the engagement of the clutch device 26 shifts to the locked state, and the engine 13 are all transmitted to the transmission 21 . This state corresponds to region C in FIG. Areas A to C are assumed to be departure areas.

When hydraulic pressure is supplied from the master cylinder 51 side to the slave cylinder 28 side, the solenoid valve 56 is opened and the motor 52 is energized to rotate forward, thereby pressurizing the master cylinder 51 . As a result, the hydraulic pressure on the side of the slave cylinder 28 is adjusted to the clutch engagement hydraulic pressure. At this time, the driving of the clutch actuator 50 is feedback-controlled based on the hydraulic pressure detected by the downstream hydraulic sensor 58 .

When the hydraulic pressure on the side of the slave cylinder 28 (downstream side) reaches the upper limit holding hydraulic pressure HP, power is supplied to the solenoid valve 56 to close the solenoid valve 56, and the power supply to the motor 52 is stopped. to stop hydraulic pressure generation. That is, the hydraulic pressure is released on the upstream side to be in a low pressure state, while the downstream side is maintained in a high pressure state (upper limit holding hydraulic pressure HP). As a result, the clutch device 26 is maintained in the engaged state without the master cylinder 51 generating hydraulic pressure, enabling the motorcycle 1 to travel while reducing power consumption.

Here, depending on the shift operation, it is possible that the shift is performed immediately after the hydraulic pressure is applied to the clutch device 26 . In this case, before the solenoid valve 56 is closed and the upstream side is brought into a low pressure state, the motor 52 is reversely driven while the solenoid valve 56 remains open to reduce the pressure in the master cylinder 51 and communicate the reservoir 51e. , and the hydraulic pressure on the clutch device 26 side is relieved to the master cylinder 51 side. At this time, the drive of the clutch actuator 50 is feedback-controlled based on the hydraulic pressure detected by the upstream hydraulic pressure sensor 57 .

Even when the solenoid valve 56 is closed and the clutch device 26 is maintained in the engaged state, the hydraulic pressure on the downstream side gradually decreases (leaks) as shown in region D in FIG. That is, the hydraulic pressure on the downstream side gradually decreases due to factors such as hydraulic pressure leakage due to deformation of the seals of the solenoid valve 56 and the one-way valve 53c1 and temperature drop.

On the other hand, as shown in region E in FIG. 5, the downstream hydraulic pressure may rise due to temperature rise or the like. Minor hydraulic pressure fluctuations on the downstream side can be absorbed by an accumulator (not shown), and power consumption does not increase by operating the motor 52 and the solenoid valve 56 each time the hydraulic pressure fluctuates.
When the downstream hydraulic pressure rises to the upper limit holding hydraulic pressure HP as shown in region E in FIG. to the upstream side.

As in area F in FIG. 5, when the downstream hydraulic pressure drops to the lower limit holding hydraulic pressure LP, the solenoid valve 56 remains closed and power supply to the motor 52 is started to increase the upstream hydraulic pressure. When the upstream hydraulic pressure exceeds the downstream hydraulic pressure, this hydraulic pressure is supplied (recharged) to the downstream side via the bypass oil passage 53c and the one-way valve 53c1. When the downstream hydraulic pressure reaches the upper limit holding hydraulic pressure HP, power supply to the motor 52 is stopped to stop generation of hydraulic pressure. As a result, the downstream hydraulic pressure is maintained between the upper limit holding pressure HP and the lower limit holding pressure LP, and the clutch device 26 is maintained in the engaged state. Regions D to F are cruise regions.

When the transmission 21 is put into neutral while the motorcycle 1 is stopped, both power supply to the motor 52 and the solenoid valve 56 are stopped. As a result, the master cylinder 51 stops generating hydraulic pressure and stops supplying hydraulic pressure to the slave cylinder 28 . The solenoid valve 56 is opened, and the hydraulic pressure in the downstream oil passage 53b is returned to the reservoir 51e. As a result, the slave cylinder 28 side (downstream side) is in a low pressure state lower than the touch point oil pressure TP, and the clutch device 26 is in a non-engaged state. This state corresponds to regions G and H in FIG. Regions G and H are defined as stop regions.
When the transmission 21 is in the neutral state when the motorcycle 1 is stopped, power supply to the motor 52 is interrupted and the motorcycle 1 is stopped. Therefore, the hydraulic pressure becomes close to zero.

On the other hand, if the transmission 21 remains in gear when the motorcycle 1 is stopped, the slave cylinder 28 side is in a standby state in which the standby oil pressure WP is applied.
The standby oil pressure WP is an oil pressure that is slightly lower than the touch point oil pressure TP that initiates engagement of the clutch device 26, and is an oil pressure that does not engage the clutch device 26 (oil pressure applied in regions A and H in FIG. 5). By applying the standby oil pressure WP, it is possible to disable the clutch device 26 (cancellation of backlash and operation reaction force of each part, application of preload to the hydraulic path, etc.), and the operation response of the clutch device 26 when engaged is enhanced.

<Shift control>
Next, the shift control of the motorcycle 1 will be described.
In the motorcycle 1 of the present embodiment, when the gear position of the transmission 21 is in the in-gear state of the first speed and the vehicle speed is less than the set value corresponding to the stop, the shift pedal 32 shifts from the first speed to the neutral. When the shift operation is performed, control is performed to lower the standby oil pressure WP supplied to the slave cylinder 28 .

Here, when the motorcycle 1 is in a stopped state and the gear position of the transmission 21 is in any gear stage position other than neutral, that is, when the transmission 21 is in an in-gear stop state, the slave cylinder 28 is supplied with a preset standby oil pressure WP.

The standby hydraulic pressure WP is normally set to the first set value P1 (see FIG. 5), which is the standard standby hydraulic pressure (in the non-detection state in which the shift operation of the shift pedal 32 is not detected). As a result, the clutch device 26 enters a standby state in which the clutch device 26 is disabled, and the responsiveness when the clutch is engaged is enhanced. That is, when the driver increases the throttle opening to increase the rotation speed of the engine 13, hydraulic pressure is supplied to the slave cylinder 28 to immediately start engaging the clutch device 26, and the motorcycle 1 can start and accelerate quickly. It becomes possible.

The motorcycle 1 includes a shift operation detection switch 48 in addition to the shift load sensor 73 in order to detect the shift operation of the shift pedal 32 by the driver.
When the shift operation detection switch 48 detects a shift operation from first speed to neutral in the in-gear stop state, the hydraulic control unit 61 sets the standby hydraulic pressure WP to the first set value P1 before the shift operation. is set to a lower second set value P2 (low standby oil pressure, see FIG. 5).

When the transmission 21 is in the in-gear state, the standard standby hydraulic pressure corresponding to the first set value P1 is normally supplied to the slave cylinder 28, so that the clutch device 26 slightly drags. At this time, the dogs and slots (dog holes) that mesh with each other in the dog clutch of the transmission 21 may press against each other in the rotational direction, causing resistance to disengagement and making the shift operation heavy. In such a case, if the standby hydraulic pressure WP supplied to the slave cylinder 28 is reduced to a low standby hydraulic pressure corresponding to the second set value P2, the engagement between the dog and the slot can be easily released, and the shift operation can be lightened. Become.

<Clutch control mode>
As shown in FIG. 6, the clutch control device 60A of this embodiment has three clutch control modes. The clutch control mode is an auto mode M1 for automatic control, a manual mode M2 for manual operation, and a manual intervention mode M3 for temporary manual operation. ) and the operation of the clutch lever (clutch operator) 4b (see FIG. 1). A target including the manual mode M2 and the manual intervention mode M3 is referred to as a manual system M2A.

The auto mode M1 is a mode in which the clutch device 26 is controlled by calculating a clutch capacity suitable for the running state through automatic start/shift control. The manual mode M2 is a mode in which the clutch capacity is calculated and the clutch device 26 is controlled according to the clutch operation instruction from the passenger. The manual intervention mode M3 is a temporary manual operation mode in which a clutch operation instruction from the passenger is received during the auto mode M1, and the clutch capacity is calculated from the clutch operation instruction to control the clutch device 26. FIG. It should be noted that when the occupant stops operating (completely releases) the clutch lever 4b during the manual intervention mode M3, it is set to return to the auto mode M1.

The clutch control device 60A of this embodiment drives the clutch actuator 50 (see FIG. 3) to generate the clutch control hydraulic pressure. Therefore, the clutch control device 60A starts control from the clutch-off state (disengaged state) in the auto mode M1 when the system is started. Further, the clutch control device 60A is set so as to return to clutch off in the auto mode M1 because clutch operation is unnecessary when the engine 13 is stopped.
In the embodiment, the clutch control device 60A constitutes a clutch control system together with the clutch lever 4b.

The automatic mode M1 basically performs clutch control automatically, and allows the motorcycle 1 to run without lever operation. In auto mode M1, the clutch capacity is controlled based on the throttle opening, engine speed, vehicle speed, and shift sensor output. As a result, the motorcycle 1 can be started only by operating the throttle without causing the engine to stall (engine stop), and the gear can be changed only by operating the shift. However, the clutch device 26 may be automatically disengaged at extremely low speeds equivalent to idling. Further, in the automatic mode M1, by gripping the clutch lever 4b, the manual intervention mode M3 is entered, and the clutch device 26 can be arbitrarily disengaged.

On the other hand, in the manual mode M2, the clutch capacity is controlled by lever operation by the passenger. The automatic mode M1 and the manual mode M2 can be switched by operating the clutch control mode changeover switch 59 (see FIG. 4) while the vehicle is stopped. Note that the clutch control device 60A may include an indicator that indicates that the lever operation is effective when transitioning to the manual system M2A (manual mode M2 or manual intervention mode M3).

In the manual mode M2, clutch control is basically performed manually, and the clutch hydraulic pressure can be controlled according to the operating angle of the clutch lever 4b. As a result, the connection and disconnection of the clutch device 26 can be controlled according to the passenger's intention, and the vehicle can be driven with the clutch device 26 connected even at extremely low speeds equivalent to idling. However, depending on the lever operation, the engine may stall, and automatic start by throttle operation alone is not possible. Even in the manual mode M2, the clutch control automatically intervenes during the shift operation.

In the auto mode M1, the clutch actuator 50 automatically engages and disengages the clutch device 26. Manual clutch operation is performed on the clutch lever 4b to temporarily intervene in the automatic control of the clutch device 26. (manual intervention mode M3).

<Manual clutch operation>
As shown in FIG. 1, a clutch lever 4b as a manual clutch operator is attached to the base end side (inner side in the vehicle width direction) of the left grip of the steering handle 4a. The clutch lever 4 b is not mechanically connected to the clutch device 26 using a cable, hydraulic pressure, or the like, and functions as an operator that transmits a clutch actuation request signal to the ECU 60 . That is, the motorcycle 1 employs a clutch-by-wire system in which the clutch lever 4b and the clutch device 26 are electrically connected.

Also referring to FIG. 4, the clutch lever 4b is integrally provided with a clutch lever operation amount sensor (clutch operation amount sensor) 4c for detecting the operation amount (rotational angle) of the clutch lever 4b. The clutch lever operation amount sensor 4c converts the operation amount of the clutch lever 4b into an electric signal and outputs the electric signal. When the operation of the clutch lever 4b is effective (manual system M2A), the ECU 60 drives the clutch actuator 50 based on the output of the clutch lever operation amount sensor 4c. The clutch lever 4b and the clutch lever operation amount sensor 4c may be integrated with each other or may be separated from each other.

The motorcycle 1 includes a clutch control mode changeover switch 59 for switching the control mode of clutch operation. The clutch control mode changeover switch 59 arbitrarily switches between an automatic mode M1 in which clutch control is automatically performed under predetermined conditions and a manual mode M2 in which clutch control is manually performed according to the operation of the clutch lever 4b. make it possible. For example, the clutch control mode changeover switch 59 is provided on a handle switch attached to the steering handle 4a. This allows the occupant to easily operate during normal driving.

<Control of Clutch Capacity>
The clutch control device 60A of the present embodiment calculates a control target value for clutch capacity (hereinafter also simply referred to as "control target value"). The clutch control device 60A applies the engine speed and the throttle opening to the estimated engine torque map to calculate the estimated engine torque. Here, the estimated engine torque is the engine torque corresponding to the engine speed and the throttle opening, and is calculated from the estimated engine torque map (see FIG. 8). For example, the estimated engine torque map is created based on actual measurements of engine speed and throttle opening. The estimated engine torque map is stored in advance in the storage unit 62 (see FIG. 4).

FIG. 8 shows an example of an estimated engine torque map according to the embodiment. In the map of FIG. 8, the vertical axis indicates throttle openings t1 to t10 [%], and the horizontal axis indicates engine speeds r1 to r10 [rpm]. In the map of FIG. 8, q1 to q10 indicate the engine estimated torque [Nm] (hereinafter simply referred to as "torque value"), and when the torque value is minus (-) (hatched part in the map of FIG. 8) A deceleration state (that is, an engine braking state) is shown.

As shown in FIG. 8, the estimated engine torque tends to increase as the throttle opening increases. The deceleration region (the region where the torque value is negative) tends to gradually widen as the engine speed increases.

The ECU 60 applies the engine speed and the throttle opening to the estimated engine torque map to calculate the estimated engine torque. For example, in FIG. 8, when the engine speed is r5 and the throttle opening is t2, the estimated engine torque is calculated as -q4.

The clutch control device 60A sets the slip clutch capacity (slip control target value) of the clutch device 26 according to the estimated engine torque. Here, the slip clutch capacity corresponds to the upper limit of the clutch capacity at which the clutch device 26 slips. That is, the slip clutch capacity means the clutch capacity when the clutch device 26 starts to slip, out of the clutch capacity when the clutch device 26 is engaged. When the control target value of the clutch device 26 falls below the slip clutch capacity, the clutch device 26 slips.

The clutch control device 60A calculates a clutch differential rotation, which is the difference between the upstream rotation and the downstream rotation of the clutch device 26, and outputs different control target values according to the clutch differential rotation. The clutch control device 60A sets the slip clutch capacity when the clutch differential rotation exceeds a predetermined value (when the engine brake is strong).
Here, the upstream rotation of the clutch device 26 corresponds to the input rotation of the clutch device 26 and the downstream rotation of the clutch device 26 corresponds to the output rotation of the clutch device 26 . That is, the clutch differential rotation corresponds to the difference between the input rotation and the output rotation of the clutch device 26 . The clutch differential rotation increases as the engine braking becomes stronger.

As the clutch differential rotation, a value obtained by subtracting the clutch upstream rotation speed (the rotation speed of the crankshaft 14) from the clutch downstream rotation speed (the counter shaft rotation speed converted into the crankshaft) is used. The crankshaft-converted counter shaft rotation speed Xc is calculated by the following equation (1).
Xc=Rc×Gr×Pr (1)
In the above formula (1), Rc is the rotation speed of the counter shaft 23, Gr is the gear ratio (reduction ratio from the main shaft 22 to the counter shaft 23), and Pr is the primary ratio (reduction ratio from the crankshaft 14 to the main shaft 22). are respectively shown (see FIGS. 1 and 2).

The clutch control device 60A of the present embodiment changes the timing of slipping the clutch device 26 in accordance with the estimated engine torque and the state of the vehicle such as clutch differential rotation, bank angle and gear position. Clutch control device 60A changes the slip clutch capacity according to vehicle conditions such as clutch differential rotation, bank angle and gear position (see FIG. 9).

When the control target value set according to the operation amount of the clutch lever 4b exceeds the slip clutch capacity, the clutch control device 60A corrects the slip clutch capacity according to the operation amount of the clutch lever 4b. This correction is a correction to multiply the slip clutch capacity by a correction coefficient of "1" or less that changes according to the amount of operation of the clutch lever 4b (correction to reduce the capacity).

Next, an example of processing performed by the ECU 60 when controlling the clutch capacity will be described with reference to the flowchart of FIG. This control flow is repeatedly executed at a prescribed control cycle (1 to 10 msec) when the auto mode M1 is selected.

As shown in FIG. 7, the ECU 60 determines whether or not the estimated engine torque is less than a predetermined value (step S1). In step S1, the ECU 60 determines whether or not the estimated engine torque is smaller than a predetermined value (hereinafter also referred to as "torque threshold"). For example, the torque threshold is set to 0 [Nm].

If YES (estimated engine torque is less than the predetermined value) in step S1, the process proceeds to step S2. In the embodiment, when the estimated engine torque is less than the torque threshold (for example, 0 [Nm]) and the vehicle is in a deceleration state (engine braking state), the process proceeds to step S2.
On the other hand, if NO in step S1 (the estimated engine torque is greater than or equal to the predetermined value), the process proceeds to step S5.

In step S2, the ECU 60 determines whether or not the clutch differential rotation exceeds a predetermined value (hereinafter also referred to as "rotation speed threshold"). For example, the rotational speed threshold is set to 300 [rpm].

If YES (the clutch differential rotation exceeds the predetermined value) in step S2, the process proceeds to step S3. In the embodiment, when the clutch differential rotation exceeds the rotation speed threshold (for example, 300 [rpm]) and the clutch downstream rotation speed is higher than the clutch upstream rotation speed, the process proceeds to step S3. That is, when the number of revolutions of the rear wheels is excessively high and the engine is braked strongly, the process proceeds to step S3.
On the other hand, if NO (the clutch differential rotation is equal to or less than the predetermined value) in step S2, the process proceeds to step S5.

In the embodiment, it is possible to intervene in the automatic control of the clutch device 26 by manual operation. For example, when a manual operation is intervened (when the driver himself/herself intentionally adjusts the clutch capacity), NO (the oil pressure based on the lever angle is equal to or lower than the upper limit oil pressure) in step S3, and the process proceeds to step S5.
On the other hand, if the manual operation is not intervened, YES (the hydraulic pressure based on the lever angle exceeds the upper limit hydraulic pressure) is determined in step S3, and the process proceeds to step S4.

In step S3, the ECU 60 determines whether or not the hydraulic pressure based on the lever angle exceeds a preset upper limit hydraulic pressure (hereinafter also referred to as "hydraulic pressure threshold"). For example, the hydraulic pressure threshold is set to 500 [kPa].

Here, the hydraulic pressure based on the lever angle is the hydraulic pressure calculated based on the operation amount (clutch lever operation angle) of the clutch lever 4b.
The upper limit oil pressure is the oil pressure at which it can be determined that the clutch device 26 is engaged (torque is transmitted). The upper limit oil pressure corresponds to the oil pressure immediately before automatically limiting (releasing) the torque (back torque) transmitted from the rear wheels in order to suppress the rear wheels from slipping due to engine braking. The upper limit oil pressure corresponds to the oil pressure (upper limit value during slipper) immediately before the action of the back torque limiter (hereinafter also referred to as "slipper") occurs (immediately before slip occurs).

In step S3, the ECU 60 determines whether or not the clutch lever 4b is operated based on the output from the clutch lever operation amount sensor 4c, and detects the operation amount. For example, if the operation amount (rotational angle) of the clutch lever 4b is "0" or more, it is determined that the clutch lever 4b is operated.

If YES in step S3 (the hydraulic pressure based on the lever angle exceeds the upper limit hydraulic pressure), the process proceeds to step S4. In this case, the slipper control by the ECU 60 is effective when there is no lever operation or when the lever operation is shallow and the hydraulic pressure based on the lever angle does not fall below the hydraulic pressure threshold (upper limit hydraulic pressure, for example, 500 [kPa]). corresponds to That is, when the engine torque and the clutch differential rotation satisfy a predetermined condition (YES in step S1 and YES in step S2), if the hydraulic pressure based on the lever angle exceeds the upper limit hydraulic pressure (YES in step S3), , the process proceeds to step S4, and the clutch capacity specified by the ECU 60 is preferentially output. At this time, the upper limit oil pressure is corrected by multiplying it by a correction coefficient, which will be described later.
On the other hand, if NO in step S3 (the oil pressure based on the lever angle is equal to or lower than the upper limit oil pressure), the process proceeds to step S5.

The upper limit oil pressure has multiple set values depending on the state of the vehicle. The upper limit oil pressure is set based on each element of clutch differential rotation, bank angle and gear position, and a control target value map (see FIG. 9). The control target value map is a map related to clutch differential rotation, bank angle, gear position, etc. (state of the vehicle). The control target value map is stored in advance in the storage unit 62 (see FIG. 4).

9A to 9C show examples of control target value maps according to the embodiment. 9A shows the LOW gear, FIG. 9B shows the MID gear, and FIG. 9C shows the HIGH gear. In each map of FIGS. 9A to 9C, the vertical axis indicates bank angles b1 to b8 [°], and the horizontal axis indicates clutch differential rotation v1 to v4 [rpm]. In each map of FIGS. 9A to 9C, when the upper limit oil pressure is relatively high, "upper limit oil pressure: high" (dark hatching), and when the upper limit oil pressure is relatively low, "upper limit oil pressure: low" (no hatching) , white area), and when the upper limit oil pressure is medium, it is indicated as "upper limit oil pressure: medium" (lightly hatched portion), and the upper limit oil pressure is indicated in three stages of "high", "medium", and "low".

As shown in FIGS. 9A to 9C, the upper limit oil pressure tends to decrease as the bank angle increases. The "upper limit oil pressure: high" region (the region in which the upper limit oil pressure is relatively high) tends to gradually widen as the gear shifts to a HIGH gear.

As an example, the case where the bank angle and the clutch differential rotation are the same (the case where only the gear position is different) will be described.
For example, in the LOW gear of FIG. 9A, when the bank angle is b3 and the clutch differential rotation is v3, "upper limit hydraulic pressure: low" is set as the clutch target hydraulic pressure.
For example, in the case of the MID gear in FIG. 9B, when the bank angle is b3 and the clutch differential rotation is v3, "upper limit hydraulic pressure: medium" is set as the clutch target hydraulic pressure.
For example, in the HIGH gear of FIG. 9C, when the bank angle is b3 and the clutch differential rotation is v3, "upper limit hydraulic pressure: high" is set as the clutch target hydraulic pressure.

The upper limit oil pressure has a plurality of set values depending on the running mode of the vehicle. For example, the driving modes include a "high speed mode" in which the vehicle speed is relatively high, a "low speed mode" in which the vehicle speed is relatively low, and a "normal mode" in which the vehicle speed is medium. The ECU 60 may output different control target values depending on the driving mode. The ECU 60 may output the control target value based on the driving mode and the control target value map.

In step S5, the oil pressure based on the lever angle is set as the clutch target oil pressure. That is, the clutch capacity is controlled by lever operation by the passenger.

In step S4, the ECU 60 sets the upper limit oil pressure (clutch capacity) based on the vehicle state and the lever operation angle of the clutch lever 4b as the clutch target oil pressure. The ECU 60 outputs a clutch target hydraulic pressure that varies depending on the vehicle state and the lever operation angle of the clutch lever 4b as a control target value.

In the embodiment, the ECU 60 obtains different control target values depending on the clutch differential rotation, bank angle and gear position. The ECU 60 acquires the control target value based on the clutch differential rotation, bank angle, gear position, and control target value map.
Furthermore, in step S4, the ECU 60 corrects the acquired control target value according to the lever operation angle of the clutch lever 4b. The ECU 60 acquires a correction coefficient α (see FIG. 10) corresponding to the lever operation angle based on correlation data between the lever operation angle and the correction coefficient of the control target value stored in advance in the storage unit 62 (where 0≦ α≦1).

The ECU 60 sets the clutch target hydraulic pressure based on the obtained control target value and the correction coefficient α corresponding to the lever operation angle of the clutch lever 4b (clutch target hydraulic pressure=control target value×correction according to the lever operation angle). coefficient α). The ECU 60 corrects the clutch target hydraulic pressure by multiplying the threshold value by a correction coefficient (slip clutch capacity multiplier) of "1" or less determined according to the amount of operation of the clutch lever 4b.

FIG. 10 is a diagram showing an example of the correlation between the lever operation angle of the clutch lever 4b and the correction coefficient of the control target value according to the embodiment. As shown in FIG. 10, the correction coefficient α of the control target value is 1 (α=1) when the lever operating angle of the clutch lever 4b is from 0 (zero) to the angle θ1. When the lever operating angle of the clutch lever 4b exceeds θ1, the correction coefficient α of the control target value gradually decreases. When the lever operating angle of the clutch lever 4b exceeds θ2, the correction coefficient α of the control target value becomes 0 (zero).

As described above, in the above embodiment, the engine 13, the transmission 21, the clutch device 26 for connecting and disconnecting power transmission between the engine 13 and the transmission 21, and the clutch device 26 are driven to increase the clutch capacity. The clutch actuator 50 to be changed, the clutch lever 4b for the driver to operate the clutch device 26, the clutch lever operation amount sensor 4c for detecting the operation amount of the clutch lever 4b, and the ECU 60 for calculating the control target value of the clutch capacity. The ECU 60 calculates the estimated engine torque, sets the slip clutch capacity at which the clutch device 26 starts to slip, and determines the amount of operation of the clutch lever 4b. exceeds the slip clutch capacity, the slip clutch capacity is corrected according to the amount of operation of the clutch lever 4b.

According to this configuration, the ECU 60 can calculate the estimated engine torque and set the slip clutch capacity of the clutch device 26 according to the estimated engine torque. Thereby, the slip clutch capacity at which the clutch device 26 starts to slip can be optimally set according to the estimated engine torque. Further, when the control target value corresponding to the operation amount of the clutch lever 4b exceeds the slip clutch capacity, the slip clutch capacity can be corrected according to the operation amount of the clutch lever 4b. As a result, when the driver intends to intentionally lower the clutch capacity by operating the clutch lever 4b, the slip clutch capacity can be corrected reflecting the driver's intention. Thus, the optimum clutch capacity can be output according to the engine estimated torque and clutch operation.

In the above embodiment, the ECU 60 corrects the slip clutch capacity by multiplying it by a correction coefficient corresponding to the amount of operation of the clutch lever 4b. As a result, the slip control target value corrected according to the clutch operation amount can be set simply by multiplying the slip clutch capacity by the correction coefficient according to the clutch operation amount, which simplifies control and reduces costs. can be achieved.

Further, in the above embodiment, the ECU 60 can set the optimum slip clutch capacity according to the state of the vehicle by changing the slip clutch capacity according to the state of the vehicle (bank angle, etc.).

Further, in the above embodiment, the ECU 60 sets the slip clutch capacity when the estimated engine torque is less than the predetermined value. It can be limited to certain cases (vehicle deceleration).

Further, in the above-described embodiment, the ECU 60 sets the slip clutch capacity when the clutch differential rotation exceeds a predetermined value, thereby adjusting the timing for outputting the optimum clutch capacity when the clutch differential rotation exceeds a predetermined value ( (strong engine braking conditions).

The present invention is not limited to the above embodiments, and for example, is not limited to application to a configuration in which the clutch is engaged when the hydraulic pressure is increased and the clutch is disengaged when the hydraulic pressure is decreased. You may apply to the structure which engages a clutch by reduction of.
The clutch operating element is not limited to the clutch lever, and may be a clutch pedal or other various operating elements.
It is not limited to application to a saddle type vehicle in which clutch operation is automated as in the above embodiment, but while maintaining manual clutch operation as a basis, gear shifting is performed by adjusting driving force without performing manual clutch operation under predetermined conditions. It can also be applied to a saddle type vehicle provided with a so-called clutch-less transmission.
The saddle-riding type vehicle includes all types of vehicles in which the driver straddles the vehicle body, not only motorcycles (including motorized bicycles and scooter type vehicles), but also three-wheeled vehicles (one front wheel and two rear wheels). In addition, vehicles with two front wheels and one rear wheel are also included) or four-wheel vehicles, and vehicles including an electric motor as a prime mover are also included.
The configuration in the above embodiment is an example of the present invention, and various modifications are possible without departing from the gist of the present invention.

1 Motorcycle (saddle type vehicle)
4b Clutch lever (clutch operator)
4c Clutch lever operation amount sensor (clutch operation amount sensor)
13 Engine 21 Transmission 26 Clutch Device 50 Clutch Actuator 60 ECU (Control Unit)
60A Clutch control device α Correction coefficient

Claims (5)

engine and
a gearbox;
a clutch device for connecting and disconnecting power transmission between the engine and the transmission;
a clutch actuator that drives the clutch device to change the clutch capacity;
a clutch operator for a driver to operate the clutch device;
a clutch operation amount sensor that detects the amount of operation of the clutch operator;
a control unit that calculates a control target value for the clutch capacity,
The control unit calculates an estimated engine torque and sets a slip control target value at which the clutch device starts to slip according to the estimated engine torque,
When the control target value set according to the operation amount of the clutch operating element exceeds the slip control target value, the control unit adjusts the slip control target value according to the operation amount of the clutch operating element. A clutch control device characterized by correcting the 2. A clutch control device according to claim 1, wherein said control unit corrects said slip control target value by multiplying it by a correction coefficient according to the amount of operation of said clutch operating element. 3. The clutch control device according to claim 1, wherein the control unit changes the slip control target value according to the state of the vehicle. The clutch control device according to any one of claims 1 to 3, wherein the control unit sets the slip control target value when the estimated engine torque is less than a predetermined specified value. . 2. The control unit sets the slip control target value when a clutch differential rotation, which is a difference between upstream rotation and downstream rotation of the clutch device, exceeds a predetermined specified value. 5. The clutch control device according to any one of items 4 to 4.

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