JPH11247893A - Clutch automatic control vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent abrasion of a clutch and to restrain lowering of service life by making a driver not start at a non-starting step by impressing him with a notion that he cannot start at the non-starting step. SOLUTION: A starting time clutch one shot contact quantity map 5-2 is provided in a controller 5, and at an initial stage of clutch control at the time of starting, it is controlled to advance a clutch in the connecting direction at one time by clutch stroke quantity specified by the map 5-2. Favourable stroke quantity for starting is specified as for a starting step as clutch one shot contact quantity, and excessive stroke quantity for starting is specified as regards a non-starting step. When a driver tries to start at a non-starting step by mistake, as rattling vibration is generated on a vehicle, the driver does not start at the non-starting step, abrasion of the clutch 13 is prevented, and service life is lengthened. When shift is controlled in the same way, shift motion can be speedily carried out.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic clutch control vehicle configured to automatically control the connection and disconnection of a clutch according to a command from a controller.

[0002]

2. Description of the Related Art In a vehicle, a friction clutch is used as a clutch itself. The friction clutch is not controlled manually but automatically by a signal from a controller.
Some of them can be controlled manually or automatically. Here, a vehicle that can be controlled at least automatically is referred to as a clutch automatic control vehicle.

FIG. 6 is a block diagram of a conventional automatic clutch control vehicle. 6, 1 is a shift lever, 2 is a clutch control changeover switch, 3 is a brake switch, 3A is a parking brake switch, 4 is a brake pedal, 4A is a parking brake, 5 is a controller, 5-1 is a clutch control map, 6 Is a clutch pedal sensor, 7 is a clutch pedal, 8 is a master cylinder, 9 is an accelerator opening sensor, 10 is an accelerator pedal, 11 is an engine,
2 is an engine rotation sensor, 13 is a clutch, 14 is a gear position sensor, 15 is a release fork, 16 is a transmission, 17 is a transmission rotation sensor, 1
8 is a hydraulic pipe, 19 is a clutch hydraulic actuator,
20 is a slave cylinder, 21 is a rod, and 22 is a clutch position sensor. Here, an automatic clutch control vehicle is shown in which the clutch control can be performed manually or automatically.

A brake switch 3, a parking brake switch 3A, a clutch pedal sensor 6, and an accelerator opening sensor 9 detect whether a corresponding pedal or the like is operated or the degree of depression. The detection signal is sent to the controller 5. The gear position sensor 14 detects a current gear position in the transmission 16, and the clutch position sensor 22 detects a clutch position (clutch stroke) between clutch disconnection and clutch engagement. The transmission rotation sensor 17 detects the number of rotations of the counter shaft of the transmission 16. By converting this rotation speed in consideration of the gear ratio and the like,
The vehicle speed can be obtained (in this case, the transmission rotation sensor 17 is used as a vehicle speed sensor). The detection signals of these sensors are also transmitted to the controller 5
Sent to The controller 5 is configured as a computer.

[0005] The clutch hydraulic actuator 19 is an actuator that controls disconnection and connection of the clutch based on a control signal from the controller 5. The clutch 13 can be automatically controlled by a signal from the controller 5, or can be manually controlled by the clutch pedal 7. Therefore, a clutch hydraulic actuator 19 is interposed in the middle of the hydraulic pipe 18 from the master cylinder 8 of the clutch pedal 7 to the slave cylinder 20 of the clutch 13.

[0006] The clutch control changeover switch 2 is a switch for switching whether to control the clutch 13 automatically or manually (by the clutch pedal 7). When the mode is switched to the manual side, the hydraulic pressure from the clutch pedal 7 is transmitted to the slave cylinder 20. When switching to the automatic side, a pump or the like (not shown) in the clutch hydraulic actuator 19 is operated by a signal from the controller 5, and the hydraulic pressure is transmitted to the slave cylinder 20 (in this case, the clutch pedal 7 is depressed). However, the hydraulic pressure is not transmitted to the slave cylinder 20).

[0007] In an automatic clutch control vehicle, a shift lever 1 in which a switch is built in a knob may be used. When the driver applies a force to the shift lever 1 to shift a gear, the switch is first turned on to sense the driver's intention to shift. When the controller 5 receives the switch-on signal, the clutch 13 is disengaged in preparation for gear-in. After such a state, the gear is shifted.

When starting or shifting with such a clutch automatic control vehicle, first, the clutch is disengaged and the gear is shifted by a command from the controller 5, and then a start intention signal such as an accelerator ON is issued. In response, drive control of the clutch in the contact direction is performed. The drive control of the clutch is performed according to a clutch control map 5-1 provided in the controller 5. That is, the clutch position detected by the clutch position sensor 22 corresponds to the clutch control map 5
The vehicle is advanced in the tangential direction while performing feedback control so as to be at the position defined by -1.

FIG. 5 is a diagram showing a change in the clutch position at the time of starting or shifting according to the prior art.
Position change controlled by -1. When the clutch position is disengaged, the shift to the gear is completed. Point A is a point at which driving in the tangential direction is started.
Are gradually driven in the tangential direction as shown in FIG. The point C is a point close to the point of complete contact D, and if driven so far, it will be completed immediately afterwards.

[0010] As a conventional document relating to an automatic clutch control vehicle, there is, for example, Japanese Utility Model Laid-Open No. 6-8825.

[0011]

(Problems) The conventional clutch automatic control vehicle described above has the following problems. The first problem is that even if the gear was shifted to a gear other than the starting gear at the time of starting, it was possible to manage to reach a perfect position and start, although it caused severe clutch slippage. Some drivers sometimes make such a start, but if this is repeated, the wear of the clutch will be severe and the life of the clutch will be shortened. The second problem is that it takes a relatively long time to complete the connection because the control of the whole process of connecting the clutch from disconnection is performed by feedback control while detecting the clutch position. is there.

(Explanation of Problems) First, the first problem will be described. For large vehicles, the starting stage is usually
A first gear, a second gear, a reverse gear (R gear) and the like are used. And the higher third gear, fourth gear, etc.
This is a gear stage (non-starting stage) that is not originally used as the starting stage. However, for example, if the clutch is advanced in the contact direction in order to start in a state shifted to the third speed, it is possible to start somehow while causing clutch slip. Conventionally, such a start is not desirable but possible, so that when the driver shifts to the non-start stage and tries to start, the clutch is severely worn and the life of the clutch is shortened.

Next, the second problem will be described. Conventionally, since the clutch was advanced by feedback control from the beginning when the clutch was disengaged and the driving in the contact direction was started, the clutch position was detected and confirmed and then proceeded to the next position, it took a long time. An object of the present invention is to solve the above problems.

[0014]

According to the present invention, there is provided a gear position sensor, a vehicle speed sensor, a clutch position sensor, an accelerator opening sensor, a controller for controlling a vehicle, In an automatic clutch control vehicle provided with a friction clutch whose engagement is automatically controlled by the controller, when the clutch is engaged at the time of starting, the amount of a clutch stroke that advances at a stroke in the controller can be smoothly controlled in the starting gear. The starting clutch-on / off amount map determined according to the accelerator opening is provided so that the amount of gear that can be started at the non-starting gear stage is too large to start. At the beginning of the control, at the time of the start, based on the gear position detected by the gear position sensor and the accelerator opening detected by the accelerator opening sensor, Only clutch stroke determined from latch Low Serryou map, it was decided to drive once the clutch contact direction. It should be noted that the starting clutch engagement amount map may be individually provided for each gear position.

Further, the controller further includes a shift-time clutch first-engagement amount map in which the amount of clutch stroke which advances in the contact direction at once when the clutch is engaged at the time of shifting is determined for each gear stage in accordance with the accelerator opening. At the beginning of the clutch control at the time of shifting, based on the gear position detected by the gear position sensor and the accelerator opening detected by the accelerator opening sensor, the clutch stroke obtained from the shifting clutch one-shot engagement amount map. However, the clutch may be driven at a stroke in the contact direction.

(Overview of the operation to be solved) A clutch-on-starting-engagement map at start is provided in the controller of the clutch automatic control vehicle, and at the beginning of the clutch control at start, only the clutch stroke amount determined by the map is provided. ,
The control is such that the clutch is immediately advanced in the contact direction. In this map, a clutch stroke suitable for starting is set for the starting stage and an excessive clutch stroke not suitable for starting is set for the non-starting stage as the amount of clutch engagement / disengagement. If you try
The clutch will be over-engaged, causing the vehicle to vibrate. Therefore, the driver knows that the vehicle cannot start at the non-starting speed, and does not use those gears at the time of starting. As a result, the vehicle is not started at a gear position where the clutch is heavily worn, and the life of the clutch can be reduced.

Further, since the clutch stroke is advanced at a stroke by the amount of one clutch engagement at the time of starting, the stroke can be advanced in a shorter time than when the stroke is advanced by feedback control, and the starting operation can be performed quickly. If a shift-time clutch first-engagement amount map is provided in the controller 5 and is applied at the time of shifting, the shifting operation can be performed quickly as well.

[0018]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a block diagram of a clutch automatic control vehicle according to the present invention. The reference numerals are the same as those in FIG. 6, 5-2 is a clutch on-off connection amount map at start, and 5-3 is a clutch on-off connection amount map at shift. The difference from the conventional one is that the controller 5 newly includes a clutch-on-start-on-off map 5-2 and a clutch-on-off-on-shift map 5-3 in the controller 5 for controlling the clutches when starting and shifting. This is the point that we applied.

The starting clutch engagement amount map 5-2 is as follows.
This is a map in which, at the beginning, when controlling the clutch in the contact direction at the time of starting, the clutch stroke amount (the clutch one-shot engagement amount) to be rapidly advanced in a short time. FIG. 4 is a diagram showing a starting clutch engagement amount map at the time of starting. The vertical axis represents the amount of clutch engagement / disengagement (clutch stroke amount), and the horizontal axis represents accelerator opening. The curve a represents the starting stage (1st, 2nd,
R), and curve B is the non-start stage (3rd, 4th
Etc.).

For example, in the state where the gear is shifted to the starting gear (eg, the first gear) at the time of starting and the accelerator opening is set to F%, the clutch one-shot engagement amount is obtained from the curve a in FIG. Is required to be S _F1 . Non-starting gear instead of starting gear (e.g.,
If it is shifted to the third gear,
Clutch shot Serryou is determined to be S _F2. The clutch engagement / disengagement amount is set so that the clutch stroke is slightly before the half-clutch position (disengaged side) so as to smoothly start at the start stage, and is set at a non-start stage.
It is set so as to have an excessive clutch stroke that is not suitable for starting. FIG. 4 shows a case where the amount of clutch engagement / disengagement is of two types, one for the starting stage and one for the non-starting stage, but may be individually determined for each gear stage.

The shift clutch engagement amount map 5-3 during shifting is as follows.
This is a map in which a clutch stroke amount (clutch one-shot engagement amount) that is rapidly advanced at once in a short time when the clutch is controlled in the engagement direction at the time of gear shifting. FIG. 7 is a diagram showing a clutch one-shot engagement amount map at the time of shifting, in which the vertical axis represents the clutch one-shot engagement amount and the horizontal axis represents the accelerator opening. R on the curve in the drawing indicates the reverse gear, 1, 2,..., 6 means the first gear, second gear,. The one-shot clutch engagement amount is determined for each gear position according to the accelerator opening, and is set to a value slightly closer to the half-clutch position than the half-clutch position. According to FIG. 7, for example, in the case of shifting to the fourth speed, when the accelerator opening is F%, the value of the clutch one-shot engagement amount is obtained as S _F4 .

FIG. 3 is a diagram showing a change in the clutch position at the time of starting according to the present invention. The vertical axis indicates the clutch position, and the horizontal axis indicates time. The curves show changes in the clutch position from clutch disengagement to engagement, and A, B,
C and D are points on the curve. While the clutch is disengaged, the gear is shifted to the starting gear, and the driving in the tangential direction is started from the point A. From point A to point B, and a stretch advances are part clutch stroke in a short time (a portion bordered by one shot), one-shot contact amount S _BA thereof, FIG. 4
Is the amount obtained from the start-time clutch one-time engagement amount map. The position of the point B is a position slightly before (disengaged side) the half-clutch position. This one-shot control is a control in which the control is unconditionally advanced by the given one-shot contact amount _SBA , and is performed not by feedback control but by feedforward control. Therefore, the time until coming proceed to the clutch stroke S _BA shorter than conventional, so that much starting operation is quickly performed.

Thereafter, the clutch position is gradually advanced from point B to point C. This control is a so-called half-clutch control, and is performed by feedback control according to the clutch control map 5-1. That is, the next clutch position to be advanced from the map is determined based on the accelerator opening, the engine speed, and the like, and the vehicle is advanced to that position. Then, when the clutch reaches the clutch position (point C) at which the transition may be completed, the connection is completed (point D).

If the driver attempts to start the vehicle while shifting to the non-starting stage by mistake, the clutch engagement amount at that time is a clutch stroke larger than the half clutch position.
The clutch is over-engaged, the engine tends to stall, the vehicle vibrates abnormally and cannot start. Due to this vibration, the driver knows that he or she accidentally attempted to start at the non-start stage, stops the start operation, and starts over at the start stage.

The change in the clutch position at the time of shifting is substantially the same as that in FIG. However, the difference is that a value obtained from the shift one-time engagement amount map shown in FIG. 7 is applied as the magnitude of the clutch one-time engagement amount. At the time of shifting, the clutch is brought to a position slightly closer to the contact side than the half-clutch position by a single engagement of the clutch. Since the clutch is engaged and disengaged once, the gear shifting operation is performed promptly.

FIG. 2 is a flow chart for explaining the starting clutch control according to the present invention. This control is performed in the controller 5. Step 1: Check whether the vehicle is in a start waiting state. The start waiting state is a state in which the vehicle can start as long as the clutch is engaged. That is, the vehicle is stopped, the engine is running, the gears are shifted to a gear other than neutral, and the clutch is disengaged. These are confirmed based on detection signals from the engine rotation sensor 12, the transmission rotation sensor 17, the gear position sensor 14, the clutch position sensor 22, and the like.

Step 2: Detect which gear is currently engaged. Step 3: The accelerator opening sensor 9 detects the accelerator opening. Step 4: Check whether the detected accelerator opening is greater than 0%. If it is larger than 0%, it means that the accelerator pedal 10 has been depressed, and it is determined that the starting operation has been started. If it remains at 0%, return to step 1. Step 5: If the accelerator opening is greater than 0%, the clutch one-shot engagement amount corresponding to the current accelerator opening and the gear position is obtained from the starting clutch single-engagement amount map 5-2 (FIG. 4). .

Step 6: The clutch stroke is driven in the contact direction at a stroke by the determined clutch one-shot engagement amount (until point B in FIG. 3). If the gear that was engaged is the starting gear,
Since the vehicle is set at a position slightly before the half clutch position, abnormal vibration does not occur in the vehicle. However, if the vehicle was in the non-start stage, it would be engaged to an excessive position beyond the half-clutch position, so that the clutch would be overengaged and the vehicle would vibrate rattling (in this case,
The driver hastily disengages the gearshift and starts again. ).

Step 7: Thereafter, the vehicle is advanced in the contact direction by half-clutch control by feedback control according to the clutch control map 5-1 (point B → point C in FIG. 3). Step 8: Wait until the clutch is advanced to a good position (point C in FIG. 3) with the clutch fully engaged. Step 9: If you come to a good position to complete it,
Advance the clutch to the fully engaged position. Since the clutch connection control at the start is performed as described above,
Unreasonable starting using the non-starting stage is not performed, and wear of the clutch can be prevented, and the starting operation can be performed quickly.

The clutch control at the time of gear shifting is performed according to a flowchart substantially similar to that of FIG. However, the “start standby state” in step 2 is changed to a “shift standby state” (a state in which gear shifting for gear shifting has already been performed and gear shifting is performed only after the clutch is engaged). The only difference is that it is obtained by the shift-on-time clutch amount map of No. 7. If the clutch is engaged and disengaged at the time of shifting, the shifting operation can be performed quickly.

In the above example, the case where both the clutch-on-start-on-start map 5-2 and the clutch-on-shift-on-shift map 5-3 are provided in the controller 5 is shown. It may be provided. In that case, only one effect is produced. In addition, although a vehicle in which clutch control can be performed manually or automatically has been described as an example of a clutch automatic control vehicle, it is needless to say that a vehicle in which clutch control is performed only automatically can be similarly applied.

[0032]

As described above, according to the present invention, a clutch-on-start-on-off map is provided in the controller of the automatic clutch control vehicle, and when starting off, the clutch stroke amount initially determined by the map is used. The control is such that the clutch is immediately advanced in the contact direction. In this map, a clutch stroke suitable for starting is set for the starting stage and an excessive clutch stroke not suitable for starting is set for the non-starting stage as the amount of clutch engagement / disengagement. Attempting to do so will result in too much engagement of the clutch, causing rattling vibrations in the vehicle.

Thus, the driver can be implanted with the idea that the vehicle cannot start at the non-start stage, and can be prevented from trying to start at the non-start stage, so that wear of the clutch can be prevented and the life can be shortened. Can be suppressed. Further, since the clutch stroke is advanced at once at the time of starting by the clutch one-touch engagement amount, the stroke is advanced in a shorter time than when the stroke is advanced by feedback control, and the starting operation can be performed quickly. If a shift-time clutch first-engagement amount map is provided in the controller 5 and is applied at the time of shifting, the shifting operation can be performed quickly as well.

[Brief description of the drawings]

FIG. 1 is a block diagram of an automatic clutch control vehicle according to the present invention.

FIG. 2 is a flowchart illustrating clutch control at start according to the present invention;

FIG. 3 is a diagram showing a change in a clutch position at the time of starting according to the present invention.

FIG. 4 is a diagram showing a clutch one-shot engagement amount map at the time of starting.

FIG. 5 is a diagram showing a change in a clutch position at the time of starting according to the related art.

FIG. 6 is a block diagram of a conventional clutch automatic control vehicle.

FIG. 7 is a diagram showing a clutch engagement amount map at the time of shifting;

[Explanation of symbols]

1: shift lever, 2: clutch control changeover switch, 3
… Brake switch, 3A… parking brake switch, 4
... Brake pedal, 4A ... Parking brake, 5 ... Controller, 5-1 ... Clutch control map, 5-2 ... Starting clutch one-shot connection amount map, 5-3 ... Shift clutch one-shot connection amount map, 6 ... Clutch Pedal sensor, 7: clutch pedal, 8: master cylinder, 9: accelerator opening sensor
DESCRIPTION OF SYMBOLS 10 ... accelerator pedal, 11 ... engine, 12 ... engine rotation sensor, 13 ... clutch, 14 ... gear position sensor, 15 ... release fork, 16 ... transmission, 17 ... transmission rotation sensor, 18 ... hydraulic pipe, 19 ... clutch hydraulic actuator , 20 ... Slave cylinder, 21 ... Rod, 22 ... Clutch position sensor

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Kazuhiko Kobayashi 4-1-1 Uedanaka, Nakahara-ku, Kawasaki City Inside Transtron Co., Ltd. (72) Inventor Hiroyuki Arai 4-1-1, Ueodanaka, Nakahara-ku, Kawasaki City Inside the company Transtron

Claims (3)

[Claims] 1. A clutch comprising a gear position sensor, a vehicle speed sensor, a clutch position sensor, an accelerator opening sensor, a controller for controlling a vehicle, and a friction clutch whose disconnection and connection are automatically controlled by the controller. In the automatic control vehicle, when the clutch is engaged at the time of starting in the controller, the non-starting gear position is set so that the amount of the clutch stroke advancing in the contact direction at a stretch is an amount that can be started smoothly for the starting gear position. Is provided with a start-time clutch one-touch engagement amount map determined according to the accelerator opening so that the amount becomes too large to start, and at the beginning of the clutch control at the start, the gear position detected by the gear position sensor Based on the accelerator opening detected by the accelerator opening sensor, the clutch stroke obtained from the starting clutch-on / off amount map based on the accelerator opening. An automatic clutch control vehicle wherein the clutch is driven at a stroke in a contact direction. 2. The automatic clutch control vehicle according to claim 1, wherein a starting clutch single engagement amount map is provided for each gear stage. 3. A shift-time clutch first-engagement amount map in which the amount of a clutch stroke that advances in a contact direction at a stretch when a clutch is engaged at the time of a gear shift is determined for each gear stage in accordance with an accelerator opening. Based on the gear position detected by the gear position sensor and the accelerator opening detected by the accelerator opening sensor at the beginning of the clutch control at the time of shifting, only the clutch stroke obtained from the clutch-on / off amount map during shifting is obtained. 3. The automatic clutch control vehicle according to claim 1, wherein the clutch is driven at a stroke in the contact direction.