JP5902736B2 - Vehicle clutch control device - Google Patents

Description

  The present invention relates to a vehicle clutch control device, and more particularly to a vehicle clutch control device that controls connection / disconnection of a driving force between an engine and a transmission using a clutch.

  2. Description of the Related Art Conventionally, in a vehicle that travels with a driving force such as an engine, a technique for reducing a shock or a hitting sound generated in a driving force transmission system when reacceleration from a certain traveling state has been studied. This re-acceleration is mainly caused by backlash (backlash between transmission gears, drive chain play, wheel damper clearance, etc.) on the driving force transmission path from the vehicle drive source to the drive wheels. Occurs by moving from one side to the other.

  In Patent Document 1, when the vehicle is coasting, the capacity of the clutch that connects and disconnects the driving force between the engine and the transmission is set to a minute value, so that the engine can be switched from the transmission to the transmission even during coasting. A technique for continuing torque transmission is disclosed. According to this technology, for example, even when the acceleration traveling is switched to the inertia traveling, the engine is not driven, and the backlash of the driving force transmission path is not shifted to one side during the inertia traveling. It is possible to make it difficult to generate shocks and sound when accelerating.

Japanese Patent Laid-Open No. 62-289936

  However, the technique described in Patent Document 1 cannot prevent backlash due to the on / off operation of the throttle during steady running. Specifically, when the throttle is opened and closed during cruise traveling, there is a problem that it is impossible to prevent the generation of shock and sound.

  At this time, the shock can be reduced by reducing the clutch capacity. However, in the technique of Patent Document 1, the clutch capacity during normal running is fixed to a large value that can transmit the maximum torque of the engine. Even when trying to reduce the clutch capacity in accordance with the throttle-off operation, there is a problem that the clutch control is not in time.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle clutch control device that solves the above-described problems of the prior art and can prevent a shock and sound of a driving force transmission system even at the time of reacceleration by a throttle on / off operation during steady running. It is to provide.

  In order to achieve the above object, the present invention provides a clutch control device for a vehicle having an engine (100) and a clutch (TCL) for connecting and disconnecting a driving force of the engine (100). Engine estimated torque calculating means (153) for calculating an estimated torque (TQE) of the engine (100) based on the load of the engine, and a target clutch at the time of steady running as a running state except when the vehicle is started and at the time of shifting A first feature is that the capacity (TQC) is changed so as to follow the estimated torque (TQE).

  The estimated torque (TQE) of the engine (100) is derived using the engine speed (Ne), the throttle opening (Th), and the gear position of the transmission (TM) as parameters, and the target clutch capacity (TQC). Is set with a capacity magnification (R) that is a value of 1 or more and a capacity addition amount (A) that is a positive value, and then the estimated torque (TQE) × capacity magnification (R) + capacity addition amount (A ) Has the second feature in that it is calculated by the calculation formula.

  A third feature is that the capacity magnification (R) is set to increase in accordance with the estimated torque (TQE).

  Further, when the throttle opening (Th) becomes equal to or greater than a predetermined value (Th1), the capacity addition amount (A) and the capacity magnification (R) are held at fixed values for a predetermined time (T), respectively. There is a fourth feature.

  A fifth feature is that the predetermined value (Th1) is changed in accordance with the engine speed (Ne).

  Furthermore, an estimated shaft torque map (M) for deriving the estimated shaft torque (TQJ) of the engine (100) is provided, and the capacity addition amount when the estimated shaft torque (TQJ) changes over a zero value. A sixth feature is that (A) and the capacity magnification (R) are held at fixed values for a predetermined time (T1).

  According to the first feature, the engine estimated torque calculation means for calculating the estimated torque of the engine based on the engine load is provided, and the target clutch capacity at the time of steady running as a running state excluding when the vehicle starts and at the time of shifting. Is changed so as to follow the estimated torque, so that the target clutch torque during steady running can be suppressed to a necessary and sufficient capacity with respect to the engine torque. As a result, even when excessive torque is applied due to overstepping or the like during steady running, the torque fluctuation shock can be released by slipping the clutch.

  According to the second feature, the estimated torque of the engine is derived using the engine speed, the throttle opening, and the gear position of the transmission as parameters, and the target clutch capacity is a capacity multiplication factor and a positive value that are one or more values. Since the capacity addition amount is calculated by the formula of estimated torque × capacity magnification + capacity addition amount, the target clutch capacity to follow the estimated torque can always be set larger than the estimated torque. Further, by multiplying the estimated torque by the capacity magnification, the target clutch capacity can be suppressed to a necessary and sufficient capacity while compensating for the capacity fluctuation due to the torque amplitude. Further, by adding the capacity addition amount, even when the estimated torque becomes zero, the target clutch capacity does not become zero, and the response of the clutch can be improved, so that the acceleration response to the throttle operation is deteriorated. Can be prevented.

  According to the third feature, the capacity multiplying factor is set so as to increase according to the estimated torque, so that the target clutch capacity is set to a necessary and sufficient value while corresponding to the torque amplitude that increases as the engine torque increases. Can be suppressed.

  According to the fourth feature, when the throttle opening becomes greater than or less than a predetermined value, the capacity addition amount and the capacity magnification are held at fixed values for a predetermined time, respectively, so that fluctuations in engine speed converge. By fixing the capacity addition amount and the capacity multiplication factor, it is possible to suppress a sudden change in the clutch capacity and prevent transmission of torque fluctuations to the occupant.

  According to the fifth feature, since the predetermined value is changed according to the engine speed, the predetermined value increases as the engine speed increases, so that the engine output changes from acceleration to deceleration or from deceleration to acceleration. The clutch capacity can be changed according to the throttle opening.

  According to a sixth feature, the estimated shaft torque map for deriving the estimated shaft torque of the engine is provided, and when the estimated shaft torque changes over a value of zero, the capacity addition amount and the capacity magnification are respectively set for a predetermined time. Since it is held at a fixed value, for example, when the throttle is slightly returned during acceleration when the throttle is fully opened with the first gear, in a driving state where a shock or sound is likely to occur in the drive system even if the change in the throttle opening Th is small, Regardless of the throttle opening, the capacity addition amount and the capacity magnification can be held at fixed values to make the clutch easy to slip, thereby preventing the occurrence of shock and sound.

1 is a left side view of a motorcycle to which a vehicle clutch control device according to an embodiment of the present invention is applied. It is a right view of an engine. It is a system configuration | structure figure of AMT and its peripheral device. It is a functional block diagram which shows the main structures of the clutch control apparatus of a vehicle. It is a capacity magnification map for deriving capacity magnification. It is a capacity addition amount map for deriving a capacity addition amount. It is a time chart which shows the aspect of the clutch capacity fluctuation | variation control which concerns on this invention. It is a graph which shows the difference of the clutch capacity fluctuation | variation control which concerns on this invention, and conventional control. It is a time chart which shows the flow of control at the time of opening a throttle suddenly from a deceleration state. It is a graph which shows the relationship between an engine speed and a predetermined value. It is explanatory drawing which shows the start conditions of the correction control of the capacity | capacitance magnification and capacity | capacitance addition amount which concern on 2nd Embodiment of this invention. It is a graph which shows the example of correction control of capacity magnification concerning a 2nd embodiment of the present invention.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a left side view of a motorcycle 10 to which a vehicle clutch control device according to an embodiment of the present invention is applied. FIG. 2 is a right side view of engine 100 as a power source of motorcycle 10. The body frame 14 of the motorcycle 10 has a pair of left and right main pipes 36, and a head pipe 15 is provided on the front side of the main pipe 36 in the body. A pair of left and right front forks 17 that rotatably support the front wheel WF and support the steering handle 18 are rotatably supported with respect to the head pipe 15.

  The engine 100 suspended below the main pipe 36 is a V-type four-cylinder type in which front and rear cylinders are arranged at a predetermined sandwich angle. The piston 41 and the valve mechanism that slide in the cylinder block 40 have the same configuration in the four cylinders. The crankcase 46 includes a crankshaft 105 that rotatably supports a connecting rod 41a (see FIG. 2) that supports the piston 41, a main shaft (main shaft) 13 to which a plurality of gear pairs constituting a transmission are attached, and a counter. A shaft (counter shaft) 9 is accommodated.

  Between the front and rear cylinder blocks, an air funnel 42 that introduces fresh air that has passed through an air cleaner box disposed below the fuel tank 19 into the intake port of each cylinder is disposed. Each air funnel 42 is provided with a fuel injection valve. Below the seat 53, a muffler 54 for discharging the combustion gas guided to the rear of the vehicle body by the exhaust pipe 59 is disposed.

  A swing arm 38 that is suspended by a shock unit 37 and rotatably supports the rear wheel WR is pivotally supported at the lower rear portion of the main pipe 36. Inside the swing arm 38, a drive shaft 58 for transmitting the rotational driving force of the engine 100 output from the counter shaft 9 to the rear wheels WR is disposed. A vehicle speed sensor SEV that detects the rotational speed of the rear wheel WR is provided in the vicinity of the axle of the rear wheel WR.

  Referring to FIG. 2, front bank BF and rear bank BR constituting engine 100 cover cylinder head 44 that is attached to the upper side of cylinder block 40 and houses a valve mechanism, and covers the upper end of cylinder head 44. And a head cover 45. The piston 41 slides on the inner periphery of the cylinder 43 formed in the cylinder block 40. The crankcase 46 is composed of an upper case half 46a formed integrally with the cylinder block 40 and a lower case half 46b to which an oil pan 47 is attached.

  A water pump 49 for pumping the cooling water is rotationally driven by an endless chain 48 wound around a sprocket 13 a formed on the main shaft 13. A clutch cover 50 is attached to the right side surface of the crankcase 46 in the vehicle width direction.

  The engine 100 according to the present embodiment uses a twin clutch including a first clutch and a second clutch as a hydraulic clutch that connects and disconnects the rotational driving force with the transmission. The hydraulic pressure supplied to the twin clutch can be controlled by an actuator, and a first valve 107 a and a second valve 107 b as actuators for controlling both clutches are attached to the right side of the engine 100. The twin clutch TCL is connected and disconnected by automatic control according to the engine speed, vehicle speed, and the like.

  FIG. 3 is a system configuration diagram of an automatic manual transmission (hereinafter referred to as AMT) 1 as an automatic transmission and its peripheral devices. The AMT 1 is a twin clutch type automatic transmission that connects and disconnects the rotational driving force of an engine by two clutches disposed on a main shaft (main shaft). The drive of the AMT 1 housed in the crankcase 46 is controlled by the clutch hydraulic device 110 and the AMT control unit 120. The AMT control unit 120 includes clutch control means for drivingly controlling the valve 107 as a clutch actuator including the first valve 107a and the second valve 107b. The engine 100 also has a throttle-by-wire electronic throttle device 102 provided with a throttle valve motor 104 that opens and closes a throttle valve.

  The AMT 1 includes a six-speed transmission TM, a twin clutch TCL including a first clutch CL 1 and a second clutch CL 2, a shift drum 30, and a shift motor (shift actuator) 21 that rotates the shift drum 30. The shift motor 21 is rotationally driven by a combination of automatic control according to the engine speed, vehicle speed, and the like, and an occupant's drive command by operating the shift switch 115.

  A number of gears constituting the transmission TM are coupled or loosely fitted to the main shaft 13 and the counter shaft 9, respectively. The main shaft 13 includes an inner main shaft 7 and an outer main shaft 6. The inner main shaft 7 is coupled to the first clutch CL1, and the outer main shaft 6 is coupled to the second clutch CL2. The main shaft 13 and the counter shaft 9 are provided with transmission gears that are displaceable in the axial direction of the main shaft 13 and the counter shaft 9, respectively. A plurality of guide grooves formed in the transmission gear and the shift drum 30 are provided with a shift fork. The end is engaged.

  A primary drive gear 106 is coupled to the crankshaft 105 of the engine 100, and the primary drive gear 106 is meshed with the primary driven gear 3. The primary driven gear 3 is connected to the inner main shaft 7 via the first clutch CL1, and is connected to the outer main shaft 6 via the second clutch CL2. In addition, the AMT 1 measures the rotational speed of a predetermined transmission gear on the counter shaft 9 to detect the rotational speeds of the inner main shaft 7 and the outer main shaft 6 respectively, and the inner main shaft rotation speed (rotational speed) sensor 131 and the outer main shaft. A rotation speed (rotation speed) sensor 132 is provided.

  The inner main shaft rotational speed sensor 131 is engaged with a transmission gear that is non-rotatably attached to the inner main shaft 7 and is rotated by a driven side transmission gear C3 that is rotatably and non-slidably attached to the counter shaft 9. Detect speed. The outer main shaft rotational speed sensor 132 is engaged with a transmission gear that is non-rotatably attached to the outer main shaft 6 and is driven and non-slidably attached to the counter shaft 9. Detects the rotation speed.

  A bevel gear 56 is coupled to the end of the counter shaft 9, and the bevel gear 56 meshes with a bevel gear 57 coupled to a drive shaft 58, so that the rotational driving force of the counter shaft 9 is rear wheel. Is transmitted to the WR. Further, in the AMT 1, an engine speed sensor 130 disposed opposite to the outer periphery of the primary driven gear 3, a gear position sensor 134 that detects the gear stage of the transmission TM based on the rotational position of the shift drum 30, A shifter sensor 27 that detects the rotational position of the shifter driven by the shift motor 21 and a neutral switch 133 that detects that the shift drum 30 is in the neutral position are provided. The electronic throttle device 102 is provided with a throttle opening sensor 103.

  The clutch hydraulic device 110 is configured to use both the lubricating oil of the engine 100 and the hydraulic oil that drives the twin clutch. The clutch hydraulic device 110 includes an oil tank 114 and a conduit 108 for feeding oil (operating oil) in the oil tank 114 to the first clutch CL1 and the second clutch CL2. A hydraulic pump 109 serving as a hydraulic supply source and a valve (electromagnetic control valve) 107 serving as a clutch actuator are provided on the pipe 108, and a valve 107 is provided on the return pipe 112 connected to the pipe 108. A regulator 111 that keeps the hydraulic pressure supplied to a constant value is arranged. The valve 107 includes a first valve 107a and a second valve 107b that individually apply hydraulic pressure to the first clutch CL1 and the second clutch CL2, and an oil return conduit 113 is provided for each.

  A pipe connecting the first valve 107a and the first clutch CL1 is provided with a first hydraulic sensor 63 that measures the hydraulic pressure generated in the pipe, that is, the hydraulic pressure generated in the first clutch CL1. Similarly, a second hydraulic pressure sensor 64 for measuring the hydraulic pressure generated in the second clutch CL2 is provided in a pipe line connecting the second valve 107b and the second clutch CL2. Further, a main oil pressure sensor 65 and an oil temperature sensor 66 as oil temperature detecting means are provided in a pipe line 108 connecting the hydraulic pump 109 and the valve 107.

  The AMT control unit 120 includes a shift mode changeover switch 116 that switches between an automatic shift (AT) mode and a manual shift (MT) mode of the transmission TM, and a shift up (UP) or shift down (DN) shift instruction. A shift switch 115 serving as a shift manual means for performing the shift, a neutral select switch 117 for switching between neutral (N) and drive (D), and a clutch control mode switch 118 for switching the clutch operation control mode are connected. Yes. Each switch is provided on a handle switch of the steering handle 18.

  The AMT control unit 120 includes a central processing unit (CPU), and controls the valve (clutch actuator) 107 and the shift motor (shift actuator) 21 in accordance with the output signals of the sensors and switches to automatically change the shift stage of the AMT1. Switch automatically or semi-automatically. When the AT mode is selected, the gear position is automatically switched according to information such as vehicle speed, engine speed, throttle opening, etc., while when the MT mode is selected, the transmission TM is switched according to the operation of the shift switch 115. Shift up or down.

  In the clutch hydraulic device 110, hydraulic pressure is applied to the valve 107 by the hydraulic pump 109, and the hydraulic pressure is controlled by the regulator 111 so that the hydraulic pressure does not exceed the upper limit value. When the valve 107 is opened in accordance with an instruction from the AMT control unit 120, hydraulic pressure is applied to the first clutch CL1 or the second clutch CL2, and the primary driven gear 3 is moved through the first clutch CL1 or the second clutch CL2. It is connected to the main shaft 7 or the outer main shaft 6. The first clutch CL1 and the second clutch CL2 are both normally open hydraulic clutches. When the valve 107 is closed and the application of hydraulic pressure is stopped, an internal return spring (not shown) The main shaft 7 and the outer main shaft 6 are biased in the direction of breaking the connection.

  The valve 107 that drives both clutches by opening and closing the pipes that connect the pipes 108 and both clutches is changed from a fully closed state to a fully open state by the AMT control unit 120 adjusting the drive signal. It is configured to be able to arbitrarily change the time until.

  The shift motor 21 rotates the shift drum 30 in accordance with an instruction from the AMT control unit 120. When the shift drum 30 is rotated, the shift fork is displaced in the axial direction of the shift drum 30 in accordance with the shape of the guide groove formed on the outer periphery of the shift drum 30, and accordingly, the gears on the counter shaft 9 and the main shaft 13 are engaged. The alignment changes.

  In the AMT 1 according to the present embodiment, the inner main shaft 7 coupled to the first clutch CL1 supports odd-numbered gears (1, 3, and 5 speeds), and the outer main shaft 6 coupled to the second clutch CL2 is disposed to the even-numbered gear. It is configured to support (2, 4th, 6th speed). Therefore, for example, while traveling with an odd-numbered gear, the hydraulic pressure supply to the first clutch CL1 is continued and the connected state is maintained, and the gears before and after the shift change are meshed during the shift change. In this state, the gear change gear that transmits the driving force is switched by changing the clutch.

  FIG. 4 is a functional block diagram showing the main configuration of the vehicle clutch control apparatus according to the present invention. As described above, when the AT mode is selected, the control unit 120 as the AMT control unit automatically drives the twin clutch TCL and the transmission TM based on information such as the engine speed, the gear position, and the throttle opening. In addition, when the MT mode is selected, the twin clutch TCL and the transmission TM are driven at a timing according to a shift operation by the occupant using the shift switch 115.

  Here, normally, in any of the AT / MT modes, the clutch hydraulic pressure is changed only at the time of a shift, and after the shift is completed, the clutch capacity is maintained at a fixed value until the next shift command is issued. Done. This fixed value is usually a value equal to or greater than the maximum driving force of the engine so that any throttle operation can be handled.

  In contrast, the vehicle clutch control apparatus according to the present invention is configured to vary the clutch capacity in accordance with the estimated value of the engine torque until the next shift command is issued after the shift is completed. More specifically, the clutch capacity is suppressed to the minimum necessary amount during periods other than when the vehicle starts and shifts, so that the engine driving force changes greatly due to sudden opening or closing of the throttle opening. In some cases, slipping of the clutch absorbs the shock of the driving force transmission system and prevents the generation of a large shock or hitting sound.

  The control unit 120 includes an engine estimated torque calculation unit 153, a clutch capacity magnification calculation unit 154, a clutch capacity addition amount calculation unit 155, a target clutch capacity calculation unit 156, and a clutch hydraulic pressure control unit 157.

  The estimated engine torque calculator 153 calculates the estimated engine torque TQE as an engine load using the engine speed Ne, the throttle opening Th, and the gear position (shift stage) of the transmission TM as parameters. The engine estimated torque TQE may be calculated by further adding atmospheric pressure or intake pressure to the parameters. Further, the clutch capacity magnification calculating unit 154 obtains a clutch capacity magnification (capacity magnification) R based on a three-dimensional map (see FIG. 5) using the engine speed Ne and the throttle opening degree Th as parameters. Further, the clutch capacity addition amount calculation unit 155 obtains a clutch capacity addition amount (capacity addition amount) A based on a three-dimensional map (see FIG. 6) using the engine speed Ne and Th as parameters.

  Then, the target clutch capacity calculation unit 156 calculates the target clutch capacity TQC by a calculation formula of target clutch capacity TQC = estimated torque TQE × capacity magnification R + capacity addition amount A. Here, the capacity magnification R is always set to a value of 1 or more. Here, the capacity magnification R is for allowing a torque amplitude that increases as the estimated torque increases, and is set to increase as the engine speed Ne and the throttle opening Th increase. . By setting the capacity magnification R, it is possible to suppress the target clutch capacity to a necessary and sufficient capacity while compensating for the capacity variation due to the torque amplitude.

  The target clutch capacity TQC calculated in this way is always larger than the estimated engine torque TQE. Therefore, under normal operating conditions, the engine estimated torque TQE does not exceed the target clutch capacity TQC, and operation can be performed with a necessary and sufficient clutch capacity while eliminating excessive clutch capacity.

  The clutch hydraulic pressure control unit 157 issues a drive signal to the clutch actuator 107 (the first valve 107a and the second valve 107b) according to the target clutch capacity TQC calculated by the target clutch capacity calculation unit 156. Further, the actual clutch oil pressure detected by the oil pressure sensor is fed back from the clutch actuator 107 side.

  FIG. 5 is a capacity magnification map for deriving the capacity magnification R. As described above, the capacity magnification map is a three-dimensional map for obtaining the capacity magnification R using the throttle opening degree Th and the engine speed Ne as parameters, and is determined in advance by experiments or the like.

  The value of the capacity magnification R obtained from this capacity magnification map is 1 or more, and when the throttle opening degree Th changes from fully closed to open (throttle closed to open) and from open to fully closed (throttle). In the “throttle operation period”, which is an operation state in which a shock or sound due to rattling on the drive path is likely to occur, the capacity magnification is determined by a constant value determined for each gear. On the other hand, at the time of so-called steady running (during driving excluding the above-mentioned “throttle operation period”), the required clutch capacity TQC is calculated using the capacity magnification R obtained on the map as it is.

  The determination as to whether or not the state has shifted from the steady state to the “throttle operation period” is made based on whether or not the throttle opening degree Th has become equal to or greater than a predetermined value Th1. As shown in the graph of FIG. 10, the predetermined value Th1 is set so as to increase in accordance with the increase in the engine speed Ne, so that the magnification and the addition amount depend on whether or not the engine has changed to the acceleration state. Can be generated. In FIG. 10, the hatched portion between the solid line and the dashed curve indicates the cruise travel area, and crosses the solid line by opening the throttle from the cruise travel area, that is, in the example of this figure, when the engine speed Ne1 When the throttle opening degree Th is equal to or greater than the predetermined value Th1, it is determined that the throttle is closed to open. In addition, when it is determined that the throttle is opened and closed from cruise traveling, a value along the broken line in the figure can be applied as the predetermined value.

  FIG. 6 is a capacity addition amount map for deriving the capacity addition amount A. As described above, the capacity addition amount map is a three-dimensional map for obtaining the capacity addition amount A using the throttle opening Th and the engine speed Ne as parameters, and is determined in advance by experiments or the like.

  The capacity addition amount A obtained from the capacity addition amount map is a positive value, and the required clutch capacity TQC is calculated using the derived value as it is during the above-described steady running. On the other hand, in the above-described “throttle operation period”, the capacity addition amount A obtained by the map is not used, and it is set to be held at a fixed value for a predetermined time T. In the “throttle operation period”, when the large torque is generated on the acceleration side or the deceleration side in the “throttle operation period”, the fixed value suppresses an increase in the required clutch capacity TQC and makes the clutch easy to slip, Is set to escape by clutch slip. The value of the predetermined time T can be arbitrarily set according to parameters such as the gear position and the maximum torque of the engine.

  FIG. 7 is a time chart showing an aspect of clutch capacity variation control according to the present invention. At time = 0, the shift control that involves changing the twin clutch TCL is being executed. Then, when the shift control ends at time t1, the clutch capacity variation control according to the present invention is started. The clutch capacity variation control according to the present invention is characterized in that the required clutch capacity TQC is suppressed to a necessary and sufficient value by causing the target clutch capacity TQC to follow the estimated torque TQE. In this respect, it is greatly different from the conventional clutch control in which the target clutch capacity TQCa is set to the maximum clutch capacity TQmax during steady operation after the shift control.

  In the present invention, the target clutch capacity TQC = in the steady operation excluding the shift and the vehicle start (start control for gradually increasing the target clutch capacity in accordance with the throttle opening is executed from the clutch disengaged state). The target clutch capacity TQC is calculated by a calculation formula of estimated torque TQE × capacity magnification R + capacity addition amount A. Further, it is determined whether or not the “throttle operation period” is shifted from the steady state based on the throttle opening degree Th. When the “throttle operation period” is shifted, the capacity magnification R and the capacity addition amount in the calculation formula are determined. By setting each A to a small value, the target clutch capacity TQC is prevented from increasing excessively in accordance with the throttle opening degree Th, and the clutch is set to be slippery.

  FIG. 8 is a graph showing the difference between the clutch capacity variation control (a) and the conventional control (b) according to the present invention. Both (a) and (b) show a case where the opening / closing operation of the throttle opening Th is performed during the steady operation. In the conventional control (b), since the target clutch capacity TQC is set to the maximum clutch capacity TQmax during steady operation, the clutch capacity cannot be reduced in time, the torque Qc on the output shaft side of the clutch overshoots, and the shock of the drive transmission system Or appear as a hitting sound.

  On the other hand, in the clutch capacity fluctuation control according to the present invention of (a), the target clutch capacity TQC is calculated so as to follow the engine estimated torque TQE, and the steady state is determined based on the change in the throttle opening degree Th. When it is determined that the state has shifted to the “throttle operation period”, the setting of the capacity magnification R and the capacity addition amount A is changed to reduce the excess torque of the clutch. As a result, the torque Qc exceeding the target clutch capacity TQC is not transmitted to the driving force transmission system, and the occurrence of shock and sound is prevented.

  FIG. 9 is a time chart showing the flow of control when the deceleration throttle is suddenly opened from the deceleration state. In this figure, the vehicle speed V, the engine speed Ne, the target clutch capacity TQC and the engine estimated torque TQE, the throttle opening degree Th, the clutch capacity addition amount A, and the clutch capacity magnification R are shown in order from the top.

  At the time t = 0, the motorcycle 1 is slowly decelerating with the throttle opening Th being zero (for example, being decelerated with the throttle fully closed from the third gear 60 km / h). Next, at time t20, a throttle opening operation by the occupant is started. In the example of this figure, it is determined that the change in the throttle opening Th is equal to or greater than a predetermined value, and that the state has shifted from the steady state to the “throttle operation period”. As a result, the capacity addition amount A, which is A1, is not a value obtained from the capacity addition amount map (see FIG. 6), but is held at a fixed value A2 for a predetermined time T from time t20 to t21. This fixed value A2 is smaller than the capacity addition amount A obtained from the three-dimensional map during steady running, and a situation where the clutch is slippery is created. Then, during a period from time t21 to time t22 when the predetermined time T has elapsed from time t20, the transition control for gradually shifting the clutch capacity addition amount A to the value A3 obtained by the three-dimensional map is executed.

  Similarly to the capacity addition amount A, when it is determined that the capacity magnification R has shifted from the steady state to the “throttle operation period” at time t20, the capacity magnification A2 that was R1 is the capacity magnification map (see FIG. 5). It is not the value obtained in step (b), but is held at a fixed value R2 for a predetermined time T from time t20 to t21. This fixed value R2 is smaller than the capacity magnification R obtained from the three-dimensional map during steady running, and a situation where the clutch is slippery is created. Then, during the period from time t21 to t22, the transition control for gradually shifting the clutch capacity addition amount A to the value R3 obtained by the three-dimensional map is executed.

  When the throttle opening Th changes from fully closed to open (throttle closed to open) and from open to fully closed (throttle open to closed), that is, there is a shock or hitting sound caused by rattling on the drive path. In the “throttle operation period”, which is an easy-to-occur driving state, the capacity magnification R is determined by a constant value determined for each gear. On the other hand, at the time of so-called steady running, the required clutch capacity TQC is calculated using the capacity magnification R found on the map as it is.

  According to the application of the required clutch capacity TQC as described above, even if a torque Qc that causes a shock or a hitting sound occurs in the drive transmission system, the clutch slips and releases the torque in a portion exceeding the required clutch capacity TQC. The occurrence of shock and sound is suppressed. Conventionally, as indicated by the thick broken line engine speed NeA, a follow-up delay has occurred in the engine speed due to the torque fluctuation due to the torque Qc. However, according to the clutch capacity fluctuation control according to the present invention, this engine The response of the rotational speed Ne can also be improved.

  FIGS. 11 and 12 are explanatory diagrams showing the start conditions for the correction control of the capacity magnification R and the capacity addition amount A according to the second embodiment of the present invention. In the first embodiment described above, in addition to causing the target clutch capacity TQC to follow the engine estimated torque TQE, for example, if it is determined that the throttle opening Th has changed from the open state to the fully closed state, the capacity magnification R and the capacity Control was performed to reduce the excess torque of the clutch by setting the addition amount A to a small value.

  However, for example, when returning to a state where the throttle is slightly opened rather than fully closed while the throttle is fully opened in the first gear (when transitioning from F to G in FIG. 11), the change in the throttle opening Th is: Although not fully closed, there is a driving state in which a shock or a hitting sound is likely to occur in the drive system. The present embodiment is characterized in that a condition different from the throttle opening is set so that the settings of the capacity magnification R and the capacity addition amount A are changed even in such a case.

  Specifically, in the present embodiment, the transition of the estimated shaft torque TQJ value with 0 (zero) interposed therebetween is set as a trigger for setting the capacity magnification R and the capacity addition rate A to fixed values. As shown in FIG. 11, the estimated shaft torque TQJ is obtained by adding an estimated shaft torque map M in which the estimated shaft torque for each throttle opening (for example, every 5 degrees) is determined in advance to the engine speed Ne, the throttle opening Th, and the shift It can be calculated by applying the gear position of the machine TM.

  The estimated shaft torque TQJ has a positive value if a positive load is applied to the crankshaft as the vehicle accelerates due to the relationship with the road surface reaction force, and a negative value if a reverse load is applied to the crankshaft by the action of the engine brake. Value. Therefore, the estimated shaft torque TQJ changes in the vicinity of 0 (zero) in a cruise operation with a constant throttle opening, and for example, when the direction of the load is switched by slightly returning the throttle during acceleration with the throttle fully opened. Transition across zero. This change in the direction of the load causes a shock or a hitting sound in the drive system.

  In the example of the correction control of the capacity magnification R shown in FIG. 12, before the time t31, an operation of closing the throttle opening Th is started during acceleration with the throttle opening Th being fully opened. In association with this throttle operation, the estimated shaft torque TQJ changes from F to G, and the estimated shaft torque TQJ passes through the zero point. The control unit 120 uses the zero point passage as a trigger to set the capacity magnification R and the capacity addition amount A to a fixed value R20, thereby reducing the required clutch capacity TQC to the necessary minimum and reducing the generated impact torque. .

  The control unit 120 reduces the clutch capacity magnification R, which was R10 at time t30, to R20 at time t31 when the estimated shaft torque TQJ passes the zero point, and holds it for a predetermined time T1 until time t32. Then, during the period from time t32 to t33, transition control for gradually shifting the clutch capacity magnification R to the value R10 obtained from the three-dimensional map is executed. Although only the transition of the clutch capacity magnification R is shown in this figure, the same control as in the first embodiment described above is executed with respect to the clutch capacity addition amount A.

  The control start trigger for holding the capacity magnification R and the capacity addition rate A at fixed values is not only when the estimated shaft torque TQJ passes the zero point by reducing the throttle opening, but also when the throttle opening is large. This includes the case where the estimated shaft torque TQJ passes through the zero point. Further, depending on the driving situation, it is conceivable that the event that the estimated shaft torque TQJ passes through the zero point is repeated, but in this embodiment, a short predetermined time (for example, 20 μm) after the zero point has passed first. The capacity magnification R and the capacity addition rate A are reset only when the next zero point has passed before the time elapses. Otherwise, it was started when the previous zero point was passed By holding the counter for the predetermined time T1, the device for reducing the capacity magnification R and the capacity addition rate A is not excessively extended.

  Engine and twin clutch structure, target clutch capacity calculation formula, capacity magnification map and capacity addition map format, capacity magnification and capacity addition method for calculating target clutch capacity, various setting values Etc. are not limited to the above embodiment, and various modifications are possible. For example, the clutch capacity fluctuation control that causes the target clutch capacity to follow the engine estimated torque during steady running may be applied to an automatic transmission that automatically controls a single clutch. The vehicle clutch control device according to the present invention is not limited to a motorcycle, and can be applied to various vehicles such as a saddle riding type tricycle.

  DESCRIPTION OF SYMBOLS 9 ... Countershaft, 10 ... Motorcycle, 13 ... Main shaft, 100 ... Engine, 102 ... Electronic throttle device, 104 ... Throttle valve motor, 107 ... Clutch actuator, 107a ... First valve, 107b ... Second valve, 115 ... Shift switch, 120 ... AMT control unit (control unit), 130 ... engine speed sensor, 131 ... inner spindle speed sensor, 132 ... outer spindle speed sensor, 153 ... engine estimated torque calculator, 154 ... clutch capacity magnification calculation 155 ... Clutch capacity addition amount calculation section, 156 ... Target clutch capacity calculation section, 157 ... Clutch hydraulic pressure control section, CL1 ... First clutch, CL2 ... Second clutch, TCL ... Twin clutch, TM ... Transmission, TQJ ... Estimated shaft torque, M ... Estimated shaft torque map, A ... Clutch capacity Addition amount, R ... clutch capacity magnification

Claims (4)

In a clutch control device for a vehicle having an engine (100) and a clutch (TCL) for connecting and disconnecting the driving force of the engine (100),
Engine estimated torque calculating means (153) for calculating an estimated torque (TQE) of the engine (100) based on a load of the engine (100);
Changing the target clutch capacity (TQC) at the time of steady running as a running state excluding when the vehicle starts and at the time of shifting so as to follow the estimated torque (TQE) ;
The estimated torque (TQE) of the engine (100) is derived using the engine speed (Ne), the throttle opening (Th), and the gear position of the transmission (TM) as parameters,
The target clutch capacity (TQC) is set to a capacity magnification (R) that is a value of 1 or more and a capacity addition amount (A) that is a positive value, and then the estimated torque (TQE) × capacity magnification (R). ) + Capacity addition amount (A)
The vehicle clutch control device, wherein the capacity magnification (R) is set to increase with an increase in the estimated torque (TQE) . When the throttle opening (Th) becomes equal to or greater than a predetermined value (Th1), the capacity addition amount (A) and the capacity multiplying factor (R) are changed to the throttle opening after change for a predetermined time (T), respectively. The vehicle clutch control device according to claim 1 , wherein the vehicle clutch control device is held at a fixed value smaller than a corresponding capacity addition amount and capacity magnification . 3. The vehicle clutch control device according to claim 2 , wherein the predetermined value (Th1) is increased in accordance with an increase in the engine speed (Ne). An estimated shaft torque map (M) for deriving an estimated shaft torque (TQJ) of the engine (100);
When the estimated shaft torque (TQJ) has remained across the zero value, the capacitance between the addition amount (A) and capacity factor (R), respectively the predetermined time (T1), the estimated shaft torque value of zero 4. The vehicle clutch control device according to claim 1 , wherein the vehicle is held at a fixed value that is smaller than a capacity addition amount and a capacity magnification corresponding to the throttle opening at the time of crossing .