JPH02168029A - Dry clutch control device - Google Patents

Abstract

PURPOSE:To suppress slip of a clutch by determining clutch engagement speed and moving and controlling it in half-clutch area according to variation in engine speed to meet the clutch smoothly at all times, in starting engagement of a dry clutch. CONSTITUTION:When an accelerator is set to ON after a clutch is disengaged, area I, judgement section 48 is selected by a half-clutch judgement section 42 and duty signals are output by normal rotation signals from a control section 45 to drive a motor 8. Although a dry clutch 3 is moved to a target clutch position SD2 at the maximum engagement speed, the engine speed is increased due to minute engagement force and, when SD2 equals to S, area II, judgement section 49 is selected and to the engagement speed according to variation in rotating speed is set. When the clutch engagement comes into half-clutch area, power transmission is started, engagement speed is set small, the motor 8 is rotated smoothly by duty signals, and the clutch 3 is moved at a minute speed. Then the movement of the clutch 3 is temporarily stopped by disturbance element, rotation speed is increased and engagement force of the clutch 3 is increased to start a motor vehicle smoothly.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a control device for electronically controlling a dry clutch in a vehicle equipped with a belt-type continuously variable transmission, etc. Concerning the control of

[Conventional technology]

BACKGROUND ART In recent years, it has been considered to use a dry clutch in addition to a torque converter and an electromagnetic clutch as a clutch for a vehicle, and to automatically control the connection and disconnection of this dry clutch at the time of starting or just before stopping.

Conventionally, regarding the control of the dry clutch, there is a prior art disclosed in, for example, Japanese Unexamined Patent Application Publication No. 60-78119. Here, as the clutch connection speed pattern at the time of starting, the first
．． Second. Divided and set into the third three speed patterns,
It is shown that the clutch operation speed is determined and controlled according to this speed pattern.

[Problem to be solved by the invention]

By the way, in the above-mentioned prior art, since the clutch connection speed at the time of starting is controlled only based on a preset pattern, the running resistance at the time of starting may fluctuate, and the clutch contact portion may change. It is not possible to appropriately deal with and control various disturbance elements that have changed over time. Therefore, the behavior of the vehicle when starting changes due to disturbance factors, making it difficult to always perform a stable start.

Here, the clutch engagement pattern generally consists of a first region where the clutch starts to engage, a second region where the clutch is half-clutched to increase the output revolutions while keeping the input revolutions stable by controlling the clutch position, and finally an input/output region. It is divided into a third region where the rotational speeds match to fully engage the clutch. Therefore, the most important area is the second area, and since this area is easily affected by disturbance elements, it is necessary to appropriately control this area.

The present invention has been made in view of the above, and an object of the present invention is to provide a control device for a dry clutch that can smoothly engage the clutch by reducing slip in response to disturbance elements in the half-clutch region. It's about doing.

[Means to solve the problem]

In order to achieve the above object, the dry clutch clutch control device of the present invention is configured to control the clutch clutch according to the changing state of the engine speed, since disturbance elements in the half-clutch region appear in changes in the engine speed on the input side. We are focusing on the point that it is possible to variably control the connection speed.

Therefore, starting control is performed in range 1 from clutch disengagement. II.

In the above region I, the clutch is moved to the target clutch position at the maximum clutch engagement speed, in the above region II, the clutch engagement speed is set according to changes in engine speed, and in the above region III, the clutch is moved to the target clutch position at the maximum clutch engagement speed. It moves at connection speed and fully engages.

[For production]

Based on the above configuration, especially in the half-clutch region of region H, the engine speed gradually increases and the clutch is engaged at a minute engagement speed. The movement of the clutch is also stopped, thus promoting smooth clutch engagement while promoting an increase in engine speed.

〔Example〕

Embodiments of the present invention will be described below based on the drawings.

In Fig. 1, a drive system that combines a dry clutch and a continuously variable transmission is described.
is connected to the flywheel 4 of the dry clutch 3. The dry clutch 3 includes a flywheel 4 and a clutch plate 6 having a diaphragm spring 5 arranged in opposition thereto, and an actuator, such as a DC motor 8, connected to the spring 5 via a release lever 7. The DC motor 8 has a built-in brake mechanism and is stopped and held at a desired position by stopping the energization, and converts rotation into linear displacement to operate the release lever 7. Here, for example, by operating the lever 7 by normal rotation of the DC motor 8, the flywheel 4 and the clutch plate 6 are mechanically engaged and connected by frictional force.
By operating the lever 7 by rotating the DC motor 8 in the reverse direction, the engagement is released and disconnected. Further, when the DC motor 8 is in the forward and reverse directions, the current supply is controlled by duty, the rotational speed is made variable, and the speed of change of the clutch position is made variable in accordance with the duty ratio.

The clutch plate 6 of the dry clutch 3 is connected to the primary shaft 11 of the continuously variable transmission 10 via the forward/reverse switching device 9, and the primary pulley 12 of the second primary shaft 11 is connected to the primary shaft 11 of the continuously variable transmission 10.
and the belt 1 on the secondary pulley 14 of the secondary shaft 13.
5 is wrapped. The secondary shaft 13 is connected to a differential device 17 via a reduction gear 16, and transmission is configured from the differential device 17 to the wheels.

The continuously variable transmission 10 electronically controls the line pressure of the secondary pulley 14 and the primary pressure of the primary pulley 12 using a solenoid valve, etc., to apply a pulley pressing force according to the transmitted torque, and furthermore, the winding of the belt 15 is adjusted according to the diameter. It is configured to automatically change the speed continuously by changing the ratio.

Regarding the control system, - shift position sensor 20 on the select lever side. Accelerator switch 21 on the accelerator pedal side. Engine speed sensor 22. Throttle opening sensor 23. Brima rear rotation speed sensor 24. Secondary boolean rotation speed sensor 25. Furthermore, a clutch position detector 26 is provided on the motor side to detect the clutch position. Each of these signals is input to the electronic control unit 27, and a motor control signal from the control unit 27 is output to the DC motor 8 to control the clutch position of the dry latch 3. Further, signals for speed change control and line pressure control from the control unit 27 are output to a hydraulic control circuit 28 to control the speed change of the continuously variable transmission 10.

The electronic control system will be described in FIG.

First, the continuously variable transmission control system will be described. It has a transmission speed control section 30 and a line pressure control section 31. The gear change speed control unit 30 uses an actual gear ratio calculation unit 32 to detect the primary pulley rotation speed sensor 24 . Primary pulley rotation speed Np of secondary pulley rotation speed sensor 25, secondary pulley rotation speed N
The actual speed ratio l is calculated from s, and the target speed ratio is is calculated by the target primary pulley rotation speed Npd and the secondary pulley rotation speed Ns by the target speed ratio calculation unit 33. Then, the shift speed calculation unit 34 calculates the shift speed di/dt from the deviation of the actual gear ratio l and the target gear ratio is, and outputs a corresponding duty signal to the solenoid valve 35 to calculate the actual gear ratio 1. Follow-up control is performed to the target gear ratio is. The line pressure control unit 31 controls the throttle opening θ2 of the throttle opening sensor 23 and the engine rotational speed N of the engine rotational speed sensor 22.
The engine torque T is obtained from e, and the target line pressure PLD is set using this and the actual gear ratio f.

Then, a duty signal corresponding to this target line pressure PLO is output to the solenoid valve 36 to control the line pressure according to the transmitted torque.

Next, regarding the clutch control system, the actual clutch position detector 4 receives the signal from the clutch position detector 26.
0 and detects the actual clutch position S. Further, in order to determine the clutch state as well as the presence or absence of an intention to start, the clutch disengagement determination unit 41. Half-clutch determination section 42. It has a clutch engagement determination section 43. If the shift position of the shift position sensor 20 is Park (P) or Neutral (N), the clutch disengagement determination unit 41 determines that the shift position is Drive (D).
, press the accelerator O of the accelerator switch 21 in reverse (R).
In the FF running state, it is determined whether the clutch should be released if the speed is below a predetermined direct-coupling speed to further prevent engine stalling.

The half-clutch determining section 42 determines a half-clutch state when the shift position is up and the accelerator switch is in the R position. The clutch engagement determination unit 43 determines clutch engagement when the clutch engagement region is entered by half-clutch control, as will be described later, and when the vehicle speed is equal to or higher than the direct coupling vehicle speed in a driving state with the accelerator OFF.

The judgment result of the clutch disengagement judgment section 41 is input to the comparison control section 44, and the target clutch position SDI immediately before the start of clutch engagement of the clutch characteristics shown in FIG. 3(a) is compared with the actual clutch position S. is the motor forward/reverse control section 4
5 and the connection speed setting section 46. And SDI<
In the case of S, the reversal signal is sent from the forward/reverse control section 45, and SD1≧
In the case of S, a forward rotation signal is outputted from the forward/reverse rotation control section 45 to the DC motor 8 via the drive section 47, respectively. At this time, the connection speed setting section 46 outputs a predetermined duty signal corresponding to the clutch connection speed S1 to control the motor rotation speed.

For the half-clutch determining unit 42, the area I determining unit 48, which is divided into three areas, area I, area ■, and area ■, and area ■
Judgment unit 49. It has a region ■ determination section 50.

Region I is a range of change to the target clutch position, region (2) is a half-clutch control range, and region (2) is a range of change to clutch engagement.

The output of the region I determination section 48 is input to the comparison determination section 51, which compares the target clutch position SD2 and the actual clutch position S shown in FIG. At the same time, the connection speed setting section 52 instructs the maximum connection speed of 3M. The area (2) determination section 49 is selected at the time 5D2-3, and the connection speed setting section 53 determines the clutch connection speed $2.

On the other hand, the engine speed change calculation unit 54 calculates the engine speed change NO.
is input to the connection speed setting section 53.

Here, for the change in engine speed f'Ja, the connection speed $
2 is set as an increasing function as shown in Figure 3(b),
Motor forward rotation and clutch connection speed S searched in this map
Outputs 2. Area ■ The determination unit 50 is the meat detection unit 55
It is selected when No-Np is detected in , and the connection speed setting section 56 outputs normal rotation of the motor and a predetermined connection speed of $3.

Clutch engagement judgment If543 is selected by the output of the above-mentioned area (①) judgment unit 50, and the comparison control unit 57 compares the maximum target clutch position SD3 and the actual clutch position S shown in FIG. The motor is instructed to rotate forward so that the

Next, the operation of the control device having such a configuration will be described.

First, when the vehicle is stopped and the accelerator is off at the N, P shift position, or even at the H shift position, the clutch disengagement determination unit 41 is selected. Therefore, under motor control by the comparison control section 44, the dry type clutch 3 is put on standby at the target clutch position SDI immediately before the start of connection, and in this way, the dry type clutch 3 is in the disengaged state and any play or backlash is reduced.

Next, after the clutch disengagement control described above, when the accelerator is turned on at the R shift position, the region 1 determining section 48 is selected by the half-clutch determining section 42. For this reason, the comparison control section 5
1, the motor forward/reverse control section 45 outputs a forward rotation signal, and the connection speed setting section 52 outputs a duty signal corresponding to the maximum connection speed $M to drive the DC motor 8, thereby controlling the dry clutch 3. moves to the target clutch position SD2 at the maximum connection speed $h as shown in FIG. 4(b). In this way, the dry clutch 3 immediately shifts to near engagement, but since the engagement force is minute, the engine speed NO rises as shown in FIG. 4(C). Then, when reaching 5D2-5, the area ■ determination section 49 is selected, and the connection speed setting section 53 selects the connection speed white 2 of Kura-Sochi according to the engine speed change 8e.
is set. When the clutch enters the half-clutch region, power transmission starts according to the clutch engagement force, and the engine speed N
Since the increase in e becomes gradual, the clutch engagement speed $2 is set to a small value, and the corresponding duty signal causes the DC motor 8 to rotate slowly, causing the dry clutch 3 to rotate at a minute speed as shown in Fig. 4(b). Moving. When Qe≦0 due to a disturbance element, the value becomes $2-o, and the movement of the dry clutch 3 is temporarily stopped, prompting the engine speed Ne to increase. In this way, while promoting an increase in the engine speed Ne, the dry clutch 3 gradually moves in the connecting direction and increases the engagement force, and as a result, the vehicle starts smoothly and the primary pulley on the clutch output side The rotation speed Np increases smoothly as shown in FIG. 4(C).

On the other hand, for example, when the continuously variable transmission 10 reaches approximately the shift start point and N
When the meeting point of e = Np is reached, the area (2) determination section 50 is selected, and the DC motor 8 is driven at a predetermined clutch connection speed of $3 set by the connection speed setting section 56. In addition, the DC motor 8 is stopped by the comparison control section 57 of the clutch engagement determination section 43, so that the dry clutch 3 quickly moves to the maximum target clutch position SD3 and maintains the fully engaged state. .

Next, after the clutch is engaged as described above, the engine power is directly input to the continuously variable transmission 10, and the power continuously variable by the speed change control section 30 and line pressure control section 31 is output to drive the vehicle. do.

Note that the present invention is not limited to the above-mentioned embodiments, but can also be applied to hydraulic clutches and other transmissions.

〔Effect of the invention〕

As described above, according to the present invention, in the start control of a dry clutch, the clutch engagement speed is determined and controlled based on the change in engine speed in the half-clutch region, so that the engagement force is reduced in response to disturbance elements. Properly adjusted, the clutch can always be engaged smoothly.

Furthermore, since the clutch engagement speed is always equal to or higher than zero, the clutch engagement side is always operated, so clutch slippage is suppressed.

Furthermore, changes in the clutch meeting point can also be appropriately corrected.

[Brief explanation of the drawing]

Fig. 1 is an overall configuration diagram of an embodiment of the dry clutch control device of the present invention, Fig. 2 is a block diagram of the control system, Fig. 3 (a) is a clutch characteristic diagram, and (b) is clutch connection in region ■. The speed characteristic diagram, FIG. 4, is a diagram showing the control state of the clutch. 3...Dry clutch, 8...DC motor, 27...
・Control unit, 48... area ■determination section, 49...
Area ■determination section, 50...Area ■judgment section: 51...Comparison control section, 52.53.56...Connection speed setting section, 54...Engine rotation speed change calculation section

Claims (2)

[Claims] (1) Start control from clutch disengagement in areas I, II, III
In the above region I, the clutch is moved to the target clutch position at the maximum clutch engagement speed, in the above region II, the clutch engagement speed is set according to changes in the engine speed, and in the above region III, the clutch is engaged at a predetermined position. A control device for a dry clutch that is characterized by moving at high speed and fully engaging. (2) The dry clutch control device according to claim (1), wherein the clutch engagement speed in the region II is determined by an increasing function of a change in engine speed.