WO2019181725A1 - Control device in clutch system and clutch control apparatus provided with control device - Google Patents

Control device in clutch system and clutch control apparatus provided with control device Download PDF

Info

Publication number
WO2019181725A1
WO2019181725A1 PCT/JP2019/010529 JP2019010529W WO2019181725A1 WO 2019181725 A1 WO2019181725 A1 WO 2019181725A1 JP 2019010529 W JP2019010529 W JP 2019010529W WO 2019181725 A1 WO2019181725 A1 WO 2019181725A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
control
valve
amount
wear amount
Prior art date
Application number
PCT/JP2019/010529
Other languages
French (fr)
Japanese (ja)
Inventor
修一 矢作
Original Assignee
いすゞ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by いすゞ自動車株式会社 filed Critical いすゞ自動車株式会社
Publication of WO2019181725A1 publication Critical patent/WO2019181725A1/en

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/12—Details not specific to one of the before-mentioned types
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/02—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for main transmission clutches

Definitions

  • the present disclosure relates to a control device in a clutch system configured to control connection / disconnection of a clutch device by controlling supply and discharge of a working fluid to / from a clutch actuator, and clutch control including the control device Relates to the device.
  • Patent Document 1 discloses that a clutch for connecting a transmission to an output shaft of an engine, that is, a clutch device, is mechanically controlled by a clutch booster according to a hydraulic pressure controlled by a clutch actuator.
  • the clutch actuator is controlled by an automatic clutch control device.
  • the automatic clutch control device calculates a target clutch torque from the accelerator opening information, converts it to a target clutch position using a torque / position conversion map, and physically sets the clutch position to the target clutch position.
  • a control signal to be moved to is output.
  • the torque / position conversion map has a large number of maps corresponding to the mechanical characteristics of the clutch and changes over time of the characteristics, and is configured to select and use one of them. Is described in Patent Document 1.
  • the clutch device is required to have responsiveness and stability. This is particularly important when wear occurs on the clutch member of the clutch device.
  • control for moving the clutch position is performed in consideration of the secular change of the clutch, but this is only directed to control of the clutch transmission torque in the half-clutch region. Absent.
  • PID control it is possible to suppress the influence of wear of the clutch member to some extent, but there is a limit to the suppression.
  • an object of the technique of the present disclosure is to stably operate the clutch device with high responsiveness even when the clutch member of the clutch device is worn.
  • a control device in a clutch system comprising: a clutch actuator configured to change an amount of action on the clutch; and at least one valve for adjusting an amount of working fluid in a pressure chamber of the clutch actuator, A valve control unit configured to control the at least one valve to control operation of the clutch actuator in connection / disconnection switching processing, and a wear amount estimation unit configured to estimate a wear amount of the clutch member And the amount of wear estimated by the wear amount estimation unit is reflected in the control in the valve control unit.
  • the valve control unit is configured so that the amount of action of the action member of the clutch actuator on the clutch device is substantially the same in the same process in the clutch connection / disconnection switching process.
  • a control device that executes control of the at least one valve reflecting the amount of wear estimated by the wear amount estimation unit is provided.
  • the same process in the clutch connection / disconnection switching process may be a process of changing the clutch device from the first state to a second state different from the first state.
  • the valve control unit is configured to disengage the clutch.
  • the control of the at least one valve reflecting the wear amount estimated by the wear amount estimation unit is executed so that the stroke change amount of the piston of the clutch actuator becomes substantially the same in the same process in the contact switching process. Good.
  • the wear amount reflecting unit reflects the wear amount in the control of the at least one valve in the clutch engagement processing by the valve control unit and the control of the at least one valve in the clutch disengagement processing.
  • the clutch actuator includes a cylinder and a piston provided as the action member in the cylinder so as to be movable in accordance with an amount of the working fluid in the pressure chamber
  • the wear amount estimation unit includes the piston
  • the wear amount of the clutch member is estimated based on a comparison result between the stroke value of the piston and a reference value acquired based on the output of the sensor for detecting the stroke, and the wear amount reflecting unit is configured to estimate the wear amount.
  • the at least one valve in the valve control unit is configured to shift the target initial stroke position of the piston of the clutch actuator in the clutch connection / disconnection switching process by an amount corresponding to the wear amount estimated by the unit. It is reflected in the control.
  • the technology of the present disclosure also provides a clutch control device including the control device and the at least one valve for adjusting the amount of working fluid in the pressure chamber of the clutch actuator.
  • the clutch device can be stably operated with good responsiveness even when the clutch member of the clutch device is worn.
  • FIG. 1 is a schematic configuration diagram of a clutch system to which a control device according to an embodiment of the present disclosure is applied.
  • FIG. 2 is a functional configuration diagram of a control device in the clutch system of FIG.
  • FIG. 3 is a flowchart of the wear amount reflecting process in the control device of FIG.
  • FIG. 4 is a flowchart of clutch disengagement process control in the control device of FIG.
  • FIG. 5 is a flowchart of clutch engagement processing control in the control device of FIG.
  • FIG. 6 is a schematic diagram for explaining the result of valve control by reflecting the amount of wear.
  • FIG. 1 is a schematic configuration diagram of a clutch system 1 including a control device in a clutch system (hereinafter simply referred to as “control device”) according to an embodiment of the technology of the present disclosure.
  • the clutch system 1 includes a clutch device 10, a clutch actuator 20, a clutch control device 2, and a stroke sensor 18.
  • the clutch device 10 includes a flywheel 12, a clutch disk 13, a pressure plate 14, a clutch cover 15, a diaphragm spring 16, and a release bearing 17.
  • the clutch disk 13 constitutes a clutch member
  • the diaphragm spring 16 is a spring member, that is, an elastic member.
  • the flywheel 12 is connected to a crankshaft 11 to which an engine driving force (not shown) is transmitted so as to be integrally rotatable.
  • a clutch cover 15 is fixed to the outer peripheral edge of the flywheel 12 on the side opposite to the crankshaft 11.
  • the clutch disk 13 is disposed coaxially with the crankshaft 11 and is attached to an input shaft 31 of a transmission (not shown) which is spline-fitted so as to be axially movable and integrally rotatable, and an outer peripheral portion of the mounting portion 13A. And an annular disc main body portion 13B fixed to each other, and a friction plate 13C fixed to both surfaces of the outer edge portion of the disc main body portion 13B.
  • the pressure plate 14 is disposed on the side of the clutch disc 13 opposite to the flywheel 12 so as to be in contact with the friction plate 13C.
  • An outer edge portion of a diaphragm spring 16 is disposed on a surface of the pressure plate 14 opposite to the flywheel 12 so that the outer edge of the diaphragm spring 16 can come into contact with the pressure plate 14.
  • the clutch disc 13 is moved to the flywheel. 12 can be pressed.
  • the pressure plate 14 is moved to the side opposite to the flywheel 12 by a spring (not shown) so that the clutch disk 13 is not pressed against the flywheel 12. .
  • the diaphragm spring 16 is a substantially conical spring member in an unloaded state, and an intermediate portion between the inner edge portion and the outer edge portion is attached to the clutch cover 15.
  • the outer edge portion of the diaphragm spring 16 is disposed so as to contact the side opposite to the flywheel 12 of the pressure plate 14, and the inner edge portion of the diaphragm spring 16 is disposed so as to contact the surface of the release bearing 17 on the flywheel 12 side. Has been.
  • the diaphragm spring 16 is configured to act by applying a biasing force to the clutch member 13.
  • the release bearing 17 presses the inner edge of the diaphragm spring 16 toward the flywheel 12 the outer edge of the diaphragm spring 16 moves to the opposite side of the flywheel 12, and the outer edge of the diaphragm spring 16 moves.
  • the pressure plate 14 is not pressed, and the clutch disc 13 is not pressed against the flywheel 12, that is, the clutch device 10 is disconnected.
  • the urging force from the diaphragm spring 16 to the clutch disk 13 as the clutch member is thereby eliminated.
  • the release bearing 17 is configured such that the inner ring flywheel 12 side comes into contact with the inner edge of the diaphragm spring 16, and the outer ring flywheel 12 side is connected to a piston 22, which will be described later, of the clutch actuator 20.
  • the spring 16 and the piston 22 can rotate relative to each other, and can move in the axial direction of the input shaft 31 as the piston 22 moves in the axial direction.
  • the clutch actuator 20 includes a cylinder 21 (as a cylinder member) disposed so as to be relatively rotatable around the input shaft 31 and a piston 22 (as a piston member) movable in the axial direction in the cylinder 21.
  • a pressure chamber 23 is formed by the surface of the piston 22 opposite to the flywheel 12 and the inner wall of the cylinder 21, and is opened by the outer peripheral surface of the piston 22, the surface of the flywheel 12, and the inner wall of the cylinder 21.
  • a chamber 24 is formed.
  • the cylinder 21 is provided with a supply pipe 25 for supplying air (an example of a working fluid) into the pressure chamber 23 and a discharge pipe 26 for discharging air from the pressure chamber 23.
  • air an example of a working fluid
  • the supply pipe 25 may be referred to as an air supply pipe
  • the discharge pipe 26 may be referred to as an exhaust pipe.
  • the cylinder 21 is formed with an open hole 21 ⁇ / b> A that allows the open chamber 24 to communicate with the outside (for example, the outside at atmospheric pressure).
  • the clutch actuator 20 by supplying air into the pressure chamber 23, the piston 22 can be moved to the flywheel 12 side, and the clutch device 10 can be brought into a disengaged state.
  • the piston 22 by discharging air from the pressure chamber 23, the piston 22 can be moved to the opposite side of the flywheel 12 by the elastic force of the diaphragm spring 16, and the clutch device 10 can be brought into a contact state.
  • the clutch actuator 20 is provided so as to be able to switch the state of the clutch disk 13 in the clutch device 10, that is, the connection / disconnection, and the amount of action on the clutch disk 13 according to the amount of air in the pressure chamber 23. Specifically, here, the amount of action from the piston 22 to the clutch disk 13 via the diaphragm spring 16 and the release bearing 17, that is, the stroke of the piston 22 is changed.
  • the clutch control device 2 includes a supply valve 41 disposed between a supply side for supplying air (supply side in FIG. 1) and a supply pipe 25, and a discharge side for discharging air (exhaust side in FIG. 1). ) And the discharge pipe 26, and a control device including a functional unit configured to control the valves 41 and 42, and the like.
  • This control device corresponds to an electronic control unit (ECU) 50. That is, the ECU 50 corresponds to a control device in the clutch system 1.
  • the supply valve 41 and the discharge valve 42 are provided as adjustment valves for adjusting the flow rate of air (as a working fluid) to the pressure chamber 23.
  • the supply valve 41 is different from the supply pipe 25 side, and although not shown, compressed air of a predetermined pressure or more is stored in the tank by driving the pump.
  • the supply valve 41 Under the control of the ECU 50, the supply valve 41 communicates the supply side and the pressure chamber 23 to supply air (supply state), and shuts off the supply side and the pressure chamber 23 to stop air supply. It can be switched to a state (supply stop state).
  • the supply valve 41 is configured to be able to switch between a supply state and a supply stop state under the control of the ECU 50, and the ratio of the time during which the supply state is reduced to the entire time of one cycle (Duty ratio) ) Can be adjusted to adjust the air supply amount.
  • the discharge valve 42 communicates the discharge side and the pressure chamber 23 to discharge air (discharge state), and shuts off the discharge side and the pressure chamber 23 to stop air discharge (discharge stop state). ) And can be switched.
  • the discharge valve 42 is configured to be able to switch between a discharge state and a discharge stop state under the control of the ECU 50, and the ratio of the time during which the discharge state is reached in the entire time of one cycle (Duty ratio) ) Can be changed to adjust the air discharge amount.
  • the stroke sensor 18 is provided for detecting the amount of movement of the piston 22 of the clutch actuator 20 from a predetermined reference position, that is, the stroke value.
  • the stroke sensor 18 outputs a signal corresponding to the stroke amount to the ECU 50.
  • FIG. 2 is a functional configuration diagram of the ECU 50 having a function as a control device according to the present embodiment.
  • the ECU 50 includes a known arithmetic device (for example, a CPU (Central Processing Unit)), a storage device (for example, a ROM (Read Only Memory), a RAM (Random Access Memory)), an input / output port, and the like, and has a configuration as a so-called computer. .
  • the ECU 50 includes a functional unit as a control device of the clutch system 1.
  • the ECU 50 includes various functional units such as engine control and transmission control, but may not be provided. In the following, functional units as the control device of the clutch system 1 will be described, and description of other functional units will be omitted.
  • ECU50 is provided with the function part which bears each function of the clutch operation
  • the ECU 50 includes functional units that perform the functions of the wear amount estimation unit 63 and the wear amount reflection unit 64. Each of these functional units will be described as being included in the ECU 50, which is an integral piece of hardware, but any one of them can be provided in separate hardware.
  • the clutch operation determination unit 51 needs to start the clutch disengagement operation based on the vehicle speed acquired based on the output from the vehicle speed sensor (not shown), the accelerator opening acquired based on the output from the accelerator opening sensor, and the like. If it is necessary to start the clutch disengagement operation, a determination result to that effect is output to the valve control unit 52. Further, the clutch operation determination unit 51 determines whether or not the clutch engagement operation needs to be started (for example, whether or not the shift of the transmission is completed), and when the clutch engagement operation needs to be started. Outputs a determination result to that effect to the valve control unit 52. The clutch operation determination unit 51 is also configured to determine completion of the clutch disengagement operation and completion of the clutch engagement operation. Based on the output sent from the valve control unit 51 after a series of controls, the completion determination of those operations is performed. Further, the output of the determination result can be returned to the valve control unit 51.
  • valve control unit 52 When the valve control unit 52 receives the output of the determination result indicating that the clutch disengagement operation is started from the clutch operation determination unit 51, the valve control unit 52 executes the control process for the supply valve 41 and the clutch operation determination unit 51 When an output to start the clutch engagement operation is received, the control process is executed for the discharge valve 42.
  • the valve control unit 52 includes a target value setting unit 53, an adjustment flow rate determination unit 54, a pressure estimation unit 59, a duty ratio map storage unit 60 as an example of a duty ratio information storage unit, a duty ratio determination unit 61, And an output unit 62 as an example of a control output unit.
  • the target value setting unit 53 determines the target value XT of the stroke of the piston 22 corresponding to the disengagement operation of the clutch device 10 or the contact operation of the clutch device 10, and outputs the target value XT to the adjustment flow rate determination unit 54.
  • the target value XT is an initial value in the disengaged state or the contact state of the clutch device at the initial stage, that is, at the stage where the clutch disk is not worn.
  • the adjustment flow rate determination unit 54 determines the air in the pressure chamber 23 based on the target value XT input from the target value setting unit 53 and the actual stroke value X of the piston 22 acquired based on the output from the stroke sensor 18. An adjustment flow rate (mass flow rate) ⁇ for adjusting (supplying or discharging) is determined.
  • the adjusted flow rate determination unit 54 includes a feedforward control unit 55 as an example of feedforward means, a calculation unit 56, a PID control unit 57 as an example of feedback means, and a calculation unit 58.
  • the feedforward control unit 55 determines a feedforward value ⁇ ff related to the adjustment flow rate corresponding to the target value XT input from the target value setting unit 53, and outputs it to the calculation unit 58.
  • the correspondence between the target value XT and the feedforward value ⁇ ff can be experimentally grasped in advance.
  • the calculation unit 56 calculates the difference between the target value XT input from the target value setting unit 53 and the stroke value X acquired based on the output from the stroke sensor 18, and outputs the difference to the PID control unit 57.
  • the PID control unit 57 executes the PID control (Proportional-Integral-Differential Controller) with the difference between the target value XT and the stroke amount X from the calculation unit 56 as an input, and determines the feedback value ⁇ fb regarding the adjusted flow rate. And output to the calculation unit 58.
  • PID control Proportional-Integral-Differential Controller
  • the calculation unit 58 calculates the adjustment flow rate ⁇ for adjusting the pressure chamber 23 by adding the feedforward value ⁇ ff input from the feedforward control unit 55 and the feedback value ⁇ fb input from the PID control unit 57, The adjusted flow rate ⁇ is output to the duty ratio determining unit 61.
  • the pressure estimation unit 59 estimates the pressure value (estimated value) P ⁇ actuator in the pressure chamber 23 based on the stroke value X of the piston 22 acquired based on the output of the stroke sensor 18.
  • a table showing the correspondence relationship between the stroke amount X and the pressure in the pressure chamber 23 corresponding to the stroke value X in advance is shown in the ECU 50.
  • the pressure value P ⁇ actuator of the pressure chamber 23 corresponding to the stroke value X may be obtained from the table, or the pressure value P ⁇ actuator is estimated from the stroke value X.
  • a state estimator such as a Kalman filter may be prepared, and the pressure value P ⁇ actuator may be obtained by passing the stroke amount X and the adjustment flow rate ⁇ through the state estimator.
  • the duty ratio map storage unit 60 operates the valves (41, 42) in order to adjust the adjusted flow rate in the pressure state of the adjusted flow rate ⁇ of the air in the pressure chamber 23, the pressure Pactuator in the pressure chamber 23, and the pressure state.
  • a duty ratio map showing the relationship with the duty ratio (Duty ratio) is stored.
  • the duty ratio map storage unit 60 is configured by a memory (not shown) of the ECU 50, for example.
  • the duty ratio determination unit 61 refers to the duty ratio map of the duty ratio map storage unit 60 using the adjustment flow rate ⁇ input from the calculation unit 58 and the pressure value P ⁇ actuator input from the pressure estimation unit 59. Thus, the duty ratio for operating the valve is determined and output to the output unit 62.
  • the output unit 62 controls the control target valve (the supply valve 41 when the clutch is disengaged and the discharge valve 42 when the clutch is engaged) according to the duty ratio input from the duty ratio determining unit 61. Is output.
  • the wear amount estimation unit 63 is configured to estimate the wear amount of the clutch disk 13 or the like that is a clutch member. Specifically, the amount of wear is determined by comparing the stroke value of the piston 22 acquired based on the output of the stroke sensor 18 when the clutch device 10 is in a contact state at a predetermined time with a reference stroke value. estimate.
  • the reference stroke value is stored in advance as a stroke value in the clutch engagement state when the clutch disk 13 is not worn, but may be learned.
  • the wear amount reflecting unit 64 receives the output corresponding to the wear amount from the wear amount estimating unit 63 and reflects the wear amount in the control of the valves 41 and 42 in the valve control unit 52 as described above. A correction value for the target value XT determined in step S is calculated. Therefore, the aforementioned target value XT is a value reflecting the amount of wear of the clutch disk 13.
  • the wear amount estimation unit 63 compares the stroke value of the piston 22 acquired based on the output of the stroke sensor 18 with a reference stroke value, and searches for data or the like previously determined based on experiments based on the comparison result. Thus, the wear amount is estimated (step S301).
  • the wear amount reflecting unit 64 receives an output corresponding to the wear amount estimated by the wear amount estimating unit 63, and refers to data (for example, mapped data) previously determined based on the experiment with the wear amount.
  • the correction value is calculated (step S303). This correction value is output to the valve control unit 21. This correction value shifts the target initial stroke position of the piston 22 of the clutch actuator 20 in the clutch connection / disconnection switching process, that is, the target value XT determined by the target value setting unit 53, by an amount corresponding to the estimated wear amount. As determined.
  • FIG. 4 is a flowchart of the clutch disengagement process according to the present embodiment.
  • the clutch disengagement process is a process performed when the clutch device 10 is in the engaged state.
  • the calculation and control according to the routine of the clutch disengagement process in FIG. 4 is started, for example, when the vehicle power is turned on (the key switch of the ignition switch is turned on).
  • the clutch operation determination unit 51 performs a shift by the transmission based on a vehicle speed acquired based on an output from a vehicle speed sensor (not shown), an accelerator opening acquired based on an output of an accelerator opening sensor, and the like. It is determined whether or not the clutch disengagement process needs to be started (step S401). When it is determined that it is necessary to start the clutch disengagement process (which is one of the disengagement / disconnection switching processes (clutch disengagement switching process) of the clutch device 10) (Yes in step S401), step The process proceeds to S403. On the other hand, when it becomes a determination result that it is not necessary to start the clutch disengagement process (negative determination in step S401), step S401 is executed again.
  • the valve control unit 52 that has received the output of the determination result of the clutch disengagement process start from the clutch operation determination unit 51 controls the supply valve 41 (step S403). Specifically, the supply valve 41 is controlled by the valve controller 52 as follows. That is, the target value setting unit 53 outputs a target value XN that is a target in the clutch disengagement operation. However, the target value XN is a value to which the above-described correction value calculated based on the routine of FIG. 3 received by the valve control unit 52 is applied. Then, the adjusted flow rate determination unit 54 outputs the adjusted flow rate ⁇ based on the target value XT and the stroke amount X acquired based on the output from the stroke sensor 18.
  • the pressure estimation unit 59 estimates the pressure value P ⁇ actuator based on the stroke amount X
  • the duty ratio determination unit 61 refers to the duty ratio map of the duty ratio map storage unit 60 to adjust the adjustment amount ⁇ and the pressure value P. Determine the duty ratio corresponding to the actuator.
  • the output unit 62 outputs a signal to control the operation of the supply valve 41 according to the determined duty ratio.
  • the duty ratio map corresponds to a conversion map for deriving a control signal for controlling the stroke of the piston 22, as is apparent from the fact that the adjusted flow rate ⁇ is based on the stroke value of the piston 22.
  • the valve control unit 52 refers to a predetermined conversion map based on the acquired stroke value, thereby determining a duty ratio for controlling the stroke of the piston 22 and, in short, a control signal.
  • This control is affirmatively determined by clutch disconnection completion determination (step S405) as to whether or not the stroke value X acquired by the clutch operation determination unit 51 based on the output from the stroke sensor 18 has reached the target value XT. It is repeatedly executed until it is done.
  • step S405 when the stroke amount X reaches the target value XT (positive determination in step S405), the clutch operation determination unit 51 outputs a signal to stop the clutch operation to the valve control unit 52. Thereby, control which closes the valve 41 for supply is performed (step S407). As a result, the routine ends.
  • FIG. 5 is a flowchart of the clutch engagement processing according to the present embodiment.
  • the clutch engagement process is a process performed when the clutch device 10 is in a disconnected state.
  • the calculation and control in accordance with the clutch engagement processing routine of FIG. 5 is started, for example, when the vehicle power is turned on (the key switch of the ignition switch is turned on).
  • the clutch operation determination unit 51 determines whether or not the clutch engagement process needs to be started after the shift by the transmission is completed (step S501). When it is determined that it is not necessary to start the clutch engagement process (which is one of the clutch connection / disconnection switching processes) (negative determination in step S501), the determination step in step S501 is repeatedly executed. .
  • the valve control unit 52 that has received the output of the clutch engagement start determination result from the clutch operation determination unit 51 controls to open the discharge valve 42 (step S503).
  • the control of the discharge valve 42 in the valve control unit 52 is performed as follows. That is, the target value setting unit 53 outputs a target value XN that is a target in the clutch engagement operation.
  • the target value XN is a value to which the correction value calculated based on the routine of FIG. 3 received by the valve control unit 52 is applied. Then, the operation of the discharge valve 42 is controlled based on the target value XT. Since this control is substantially the same as the description of the above control (step S403), further description is omitted here.
  • step S503 is executed until an affirmative determination is made in step S505 by the clutch operation determination unit 51 as to whether or not the clutch engagement is complete. This determination is performed in the same manner as the clutch disengagement determination (step S405). If it is determined that the clutch engagement is complete (Yes in step S505), the clutch operation determination unit 51 outputs an output of a determination result indicating that the clutch engagement operation is stopped to the valve control unit 52. As a result, the valve control unit 52 outputs a signal for closing the discharge valve 42 to the discharge valve 42 (step S507). As a result, the routine ends.
  • FIG. 6 schematically shows the piston after the clutch connection / disconnection switching process in the cylinder 21.
  • the piston after the clutch disengagement processing is denoted by “22a”
  • the piston after the clutch disengagement processing is denoted by “22b”.
  • the piston after the clutch disengagement process is denoted by “22a ′”
  • the piston after the clutch engagement process is denoted by “22b ′”.
  • the engine E side is the left side in the figure
  • the transmission T side is the right side in the figure.
  • the wear amount is similarly applied in the control in the clutch disengagement process (control based on FIG. 4) and the control in the clutch engagement process (control based on FIG. 5). Therefore, as shown in FIG. 6, in the clutch state at that time, the interval between the position of the piston 22 after the clutch disengagement process, that is, the stroke value, and the position of the piston 22 after the clutch engagement process, that is, the stroke value are substantially the same. It is. That is, in FIG. 6, the interval (stroke variation) St1 between the pistons 22a and 22b is substantially the same as the interval (stroke variation) St2 between the pistons 22a ′ and 22b ′.
  • the movement amount of the piston can be made substantially the same in the clutch connection / disconnection switching process. Therefore, by the above control, it is possible to prevent a wasteful supply operation of air to the pressure chamber 23 and a wasteful discharge operation of air therefrom. That is, regardless of the amount of wear in the clutch device 20, the supply valve 41 is controlled in the clutch disengagement process control to supply an appropriate amount or pressure of working fluid to the pressure chamber 23, so that the piston is approximately the same as in the initial state. Can be moved. (Here, the amount of working fluid supplied to the pressure chamber 23 is “appropriate” or the like. The piston 22 is moved by the same stroke amount in accordance with the pressure in the pressure chamber 23 immediately before the start of processing.
  • the valve control unit 52 performs the clutch connection / disconnection switching process regardless of the amount of wear in the clutch device.
  • the stroke change amount i.e., the movement amount of the piston
  • the action of the piston acting as the clutch member
  • the valves 41 and 42 can be controlled so that the amounts are substantially the same.
  • the stroke change amount of the piston for changing the contact state to the disengaged state in the clutch disengagement process can be made substantially the same (generally constant) regardless of the wear amount in the clutch device. Therefore, the control responsiveness of the clutch device 10 of the clutch system 1 can be maintained in a high state. Furthermore, since the above control is performed with appropriate consideration of the amount of wear of the clutch, the behavioral stability of the clutch device 10 can be enhanced.
  • a correction value based on the wear amount of the clutch disk 13 is applied to the clutch position, that is, the stroke value of the piston, and the stroke value to which the correction value has been applied and the working fluid in the cylinder 21 are applied.
  • valve control is executed based on the relationship among clutch wear, clutch position, in-cylinder flow rate or pressure. Therefore, the duty ratio in the valve control, that is, the control signal can be set more appropriately. Therefore, even if the clutch member is worn, the control performance equivalent to that before the clutch member can be maintained can be maintained.
  • this indication is not limited to the above-mentioned embodiment, In the range which does not deviate from the meaning of this indication, it can change suitably and can implement.
  • the correction value is applied to the target value determined by the target value setting unit 53 so that the wear amount is reflected in the control in the valve control unit.
  • the correction value is for various values in the adjustment flow rate determination unit, such as the feedforward value ⁇ ff and the feedback value ⁇ fb, the pressure value P ⁇ actuator in the pressure estimation unit 59, the duty ratio determined in the duty ratio determination unit 61, and the like. May be applied.
  • the duty ratio map storage unit 60 may store a plurality of duty ratio maps, and a map suitable for the wear amount may be selected each time.
  • the output correction value may be used in the duty ratio map storage unit 60, or the wear amount itself may be used in the duty ratio map storage unit 60. That is, in this latter case, the wear amount reflecting portion corresponds to the wear amount estimated by the wear amount estimating portion so that the wear amount estimated by the wear amount estimating portion is reflected in the control in the valve control portion. Simply output the value to the valve controller.
  • the clutch device 10 by supplying the working fluid to the pressure chamber 23 of the cylinder 21 of the clutch actuator 20, the clutch device 10 is brought into a disconnected state and discharged, thereby bringing the clutch device 10 into a contact state.
  • the clutch system 1 was configured.
  • the technology of the present disclosure is not limited to this, and the clutch device is brought into a contact state by supplying a working fluid to the pressure chamber of the cylinder of the clutch actuator, and the clutch device is brought into a disconnected state by discharging it from there.
  • the clutch system may be configured as described above.
  • the diaphragm spring 16 may be provided so as to generate an urging force in a direction for bringing the clutch member into a contact state as in the above-described embodiment, and conversely, an urging force in a direction for bringing the clutch member into a disconnected state is generated. It may be provided as follows.
  • one supply valve 41 and one discharge valve 42 are provided as adjustment valves.
  • the number of valves is not limited to this, and a plurality of valves may be provided.
  • only one adjustment valve in which the supply valve 41 and the discharge valve 42 are integrated may be provided.
  • the adjusted flow rate determination unit 54 executes PID control as feedback control.
  • the feedback control is not limited to PID control.
  • control different from PID control may be executed.
  • control in the said valve control although feed control and PID control as feedback control were combined and valve control was performed, only any one may be employ
  • control device in the clutch system of the present disclosure and the clutch control device including the control device are capable of stably operating the clutch device with high responsiveness even when the clutch member of the clutch device is worn. Useful.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)

Abstract

A control device 50 according to the present disclosure is applied to a clutch system provided with: a clutch actuator 20 that is provided so as to enable switching between connection and disconnection of a clutch member 13 of a clutch device 10 and that is configured so as to change an operation amount to the clutch member in accordance with the amount of an operation fluid in a pressure chamber 23; and valves 41, 42 for adjusting the amount of the operation fluid in the pressure chamber. The control device 50 is provided with: a valve control unit 52 that controls the valves in order to control the operation of the clutch actuator so that amounts by which a piston 22 of the clutch actuator is operated with respect to the clutch device become roughly the same in a clutch connection/disconnection switching process; and an abrasion amount reflection unit 64 that reflects an estimated abrasion amount of the clutch member on control executed by the valve control unit.

Description

クラッチシステムにおける制御装置及びそれを備えたクラッチ制御装置Control device in clutch system and clutch control device including the same
　本開示は、クラッチアクチュエータに対する作動流体の供給及び排出を制御することにより、クラッチ装置の係合の断接を制御するように構成された、クラッチシステムにおける制御装置、及び、それを備えたクラッチ制御装置に関する。 The present disclosure relates to a control device in a clutch system configured to control connection / disconnection of a clutch device by controlling supply and discharge of a working fluid to / from a clutch actuator, and clutch control including the control device Relates to the device.
　従来、エンジンと変速機構との間にクラッチつまりクラッチ装置を配置し、クラッチ装置の断接を制御することにより、エンジンと変速機構との間の駆動力の伝達を制御する技術が知られている。また、空気、作動油等の流体（作動流体）を用いて、クラッチ装置の断接を制御する技術も知られている。 2. Description of the Related Art Conventionally, a technique for controlling transmission of driving force between an engine and a transmission mechanism by arranging a clutch, that is, a clutch device between the engine and the transmission mechanism and controlling connection / disconnection of the clutch device is known. . In addition, a technique for controlling connection / disconnection of the clutch device using a fluid (working fluid) such as air or hydraulic oil is also known.
　例えば、特許文献１は、エンジンの出力軸にトランスミッションを連結するためのクラッチつまりクラッチ装置を、クラッチアクチュエータにより制御される油圧にしたがってクラッチブースタにより機械的に制御することを開示する。クラッチアクチュエータは自動クラッチ制御装置により制御される。そして、この自動クラッチ制御装置は、アクセル開度の情報から目標クラッチトルクを演算し、これをトルク・位置変換マップを利用して目標クラッチ位置に変換し、この目標クラッチ位置にクラッチ位置を物理的に移動させる制御信号を出力する。なお、トルク・位置変換マップはクラッチの機械的特性及びその特性の経年変化に対応して多数のマップが保持されていて、そのうちの１つを選択して利用するように構成されている、ことが特許文献１に記載されている。 For example, Patent Document 1 discloses that a clutch for connecting a transmission to an output shaft of an engine, that is, a clutch device, is mechanically controlled by a clutch booster according to a hydraulic pressure controlled by a clutch actuator. The clutch actuator is controlled by an automatic clutch control device. The automatic clutch control device calculates a target clutch torque from the accelerator opening information, converts it to a target clutch position using a torque / position conversion map, and physically sets the clutch position to the target clutch position. A control signal to be moved to is output. In addition, the torque / position conversion map has a large number of maps corresponding to the mechanical characteristics of the clutch and changes over time of the characteristics, and is configured to select and use one of them. Is described in Patent Document 1.
日本国特開２０１２－２２３６号公報Japanese Unexamined Patent Publication No. 2012-2236
　ところで、クラッチ装置には、応答性や安定性が求められる。これは、クラッチ装置のクラッチ部材に摩耗が生じたときに、特に重要である。しかし、特許文献１の上記クラッチ装置では、クラッチの経年変化を考慮してクラッチ位置を移動させる制御が行われるが、これは、半クラッチ領域でのクラッチ伝達トルクに対する制御に向けられているに過ぎない。一方で、例えば、ＰＩＤ制御によりクラッチアクチュエータの作動を制御することで、ある程度、クラッチ部材の摩耗の影響を抑制することは可能であるが、その抑制にも限界がある。 Incidentally, the clutch device is required to have responsiveness and stability. This is particularly important when wear occurs on the clutch member of the clutch device. However, in the above-described clutch device of Patent Document 1, control for moving the clutch position is performed in consideration of the secular change of the clutch, but this is only directed to control of the clutch transmission torque in the half-clutch region. Absent. On the other hand, for example, by controlling the operation of the clutch actuator by PID control, it is possible to suppress the influence of wear of the clutch member to some extent, but there is a limit to the suppression.
　そこで、本開示の技術の目的は、クラッチ装置のクラッチ部材に摩耗が生じたときでも、クラッチ装置を応答性良く、安定的に作動させることにある。 Therefore, an object of the technique of the present disclosure is to stably operate the clutch device with high responsiveness even when the clutch member of the clutch device is worn.
　上述の目的を達成するため、本開示の技術は、クラッチ装置と、該クラッチ装置におけるクラッチ部材の断接を切り替え可能にするために設けられて圧力室の作動流体の量に応じて前記クラッチ部材への作用量が変化するように構成されたクラッチアクチュエータと、前記クラッチアクチュエータの圧力室の作動流体の量を調整するための少なくとも１つのバルブとを備えたクラッチシステムにおける制御装置であって、クラッチ断接切替処理において前記クラッチアクチュエータの作動を制御するべく、前記少なくとも１つのバルブを制御するように構成されたバルブ制御部と、前記クラッチ部材の摩耗量を見積もるように構成された摩耗量見積部と、該摩耗量見積部により見積もられた摩耗量を前記バルブ制御部における制御に反映させるように構成された摩耗量反映部とを備え、前記バルブ制御部は、前記クラッチ断接切替処理における同一処理において前記クラッチ装置への前記クラッチアクチュエータの作用部材の作用量が略同じになるように、前記摩耗量見積部により見積もられた摩耗量を反映させた前記少なくとも１つのバルブの制御を実行する、制御装置を提供する。
  ここで、クラッチ断接切替処理における同一処理とは、クラッチ装置を第１状態から、第１状態とは異なる第２状態にする処理であってもよい。 In order to achieve the above-described object, the technology of the present disclosure is provided to enable switching between connection and disconnection of the clutch device and the clutch member in the clutch device, and the clutch member according to the amount of working fluid in the pressure chamber A control device in a clutch system, comprising: a clutch actuator configured to change an amount of action on the clutch; and at least one valve for adjusting an amount of working fluid in a pressure chamber of the clutch actuator, A valve control unit configured to control the at least one valve to control operation of the clutch actuator in connection / disconnection switching processing, and a wear amount estimation unit configured to estimate a wear amount of the clutch member And the amount of wear estimated by the wear amount estimation unit is reflected in the control in the valve control unit. The valve control unit is configured so that the amount of action of the action member of the clutch actuator on the clutch device is substantially the same in the same process in the clutch connection / disconnection switching process. A control device that executes control of the at least one valve reflecting the amount of wear estimated by the wear amount estimation unit is provided.
Here, the same process in the clutch connection / disconnection switching process may be a process of changing the clutch device from the first state to a second state different from the first state.
　例えば、前記クラッチアクチュエータが、シリンダと、前記圧力室の作動流体の量に応じて移動可能に該シリンダ内に前記作用部材として設けられたピストンとを備える場合、前記バルブ制御部は、前記クラッチ断接切替処理における同一処理において前記クラッチアクチュエータの前記ピストンのストローク変化量が略同じになるように、前記摩耗量見積部により見積もられた摩耗量を反映させた前記少なくとも１つのバルブの制御を実行するとよい。 For example, when the clutch actuator includes a cylinder and a piston provided as the action member in the cylinder so as to be movable in accordance with the amount of the working fluid in the pressure chamber, the valve control unit is configured to disengage the clutch. The control of the at least one valve reflecting the wear amount estimated by the wear amount estimation unit is executed so that the stroke change amount of the piston of the clutch actuator becomes substantially the same in the same process in the contact switching process. Good.
　好ましくは、前記摩耗量反映部は、前記バルブ制御部によるクラッチ接処理における前記少なくとも１つのバルブの制御及びクラッチ断処理における前記少なくとも１つのバルブの制御に前記摩耗量を反映させる。 Preferably, the wear amount reflecting unit reflects the wear amount in the control of the at least one valve in the clutch engagement processing by the valve control unit and the control of the at least one valve in the clutch disengagement processing.
　好ましくは、前記クラッチアクチュエータは、シリンダと、前記圧力室の作動流体の量に応じて移動可能に該シリンダ内に前記作用部材として設けられたピストンとを備え、前記摩耗量見積部は、前記ピストンのストロークを検出するためのセンサの出力に基づいて取得した前記ピストンのストローク値と基準値との比較結果に基づいて前記クラッチ部材の摩耗量を見積もり、前記摩耗量反映部は、前記摩耗量見積部により見積もられた摩耗量に応じた分、前記クラッチ断接切替処理における前記クラッチアクチュエータの前記ピストンの目標初期ストローク位置をずらすように、前記摩耗量を前記バルブ制御部における前記少なくとも１つのバルブの制御に反映させる。 Preferably, the clutch actuator includes a cylinder and a piston provided as the action member in the cylinder so as to be movable in accordance with an amount of the working fluid in the pressure chamber, and the wear amount estimation unit includes the piston The wear amount of the clutch member is estimated based on a comparison result between the stroke value of the piston and a reference value acquired based on the output of the sensor for detecting the stroke, and the wear amount reflecting unit is configured to estimate the wear amount. The at least one valve in the valve control unit is configured to shift the target initial stroke position of the piston of the clutch actuator in the clutch connection / disconnection switching process by an amount corresponding to the wear amount estimated by the unit. It is reflected in the control.
　本開示の技術は、上記制御装置と、前記クラッチアクチュエータの前記圧力室の作動流体の量を調整するための前記少なくとも１つのバルブとを備えた、クラッチ制御装置も提供する。 The technology of the present disclosure also provides a clutch control device including the control device and the at least one valve for adjusting the amount of working fluid in the pressure chamber of the clutch actuator.
　本開示の上記技術によれば、上記構成を備えるので、クラッチ装置のクラッチ部材に摩耗が生じたときでも、クラッチ装置を応答性良く、安定的に作動させることが可能になる。 According to the above-described technique of the present disclosure, since the above-described configuration is provided, the clutch device can be stably operated with good responsiveness even when the clutch member of the clutch device is worn.
図１は、本開示の一実施形態に係る制御装置が適用されたクラッチシステムの模式的な構成図である。FIG. 1 is a schematic configuration diagram of a clutch system to which a control device according to an embodiment of the present disclosure is applied. 図２は、図１のクラッチシステムにおける制御装置の機能構成図である。FIG. 2 is a functional configuration diagram of a control device in the clutch system of FIG. 図３は、図２の制御装置における摩耗量反映処理のフローチャートである。FIG. 3 is a flowchart of the wear amount reflecting process in the control device of FIG. 図４は、図２の制御装置におけるクラッチ断処理制御のフローチャートである。FIG. 4 is a flowchart of clutch disengagement process control in the control device of FIG. 図５は、図２の制御装置におけるクラッチ接処理制御のフローチャートである。FIG. 5 is a flowchart of clutch engagement processing control in the control device of FIG. 図６は、摩耗量の反映によるバルブ制御の結果を説明するための模式図である。FIG. 6 is a schematic diagram for explaining the result of valve control by reflecting the amount of wear.
　以下、添付図面に基づいて、本開示に係る一実施形態を説明する。同一の部品には同一の符号を付してあり、それらの名称および機能も同じである。したがって、それらについての詳細な説明は繰返さない。 Hereinafter, an embodiment according to the present disclosure will be described based on the accompanying drawings. The same parts are denoted by the same reference numerals, and their names and functions are also the same. Therefore, detailed description thereof will not be repeated.
　図１は、本開示の技術における一実施形態に係る、クラッチシステムにおける制御装置（以下、単に「制御装置」と称し得る。）を備えるクラッチシステム１の模式的な構成図である。 FIG. 1 is a schematic configuration diagram of a clutch system 1 including a control device in a clutch system (hereinafter simply referred to as “control device”) according to an embodiment of the technology of the present disclosure.
　クラッチシステム１は、クラッチ装置１０と、クラッチアクチュエータ２０と、クラッチ制御装置２と、ストロークセンサ１８と、を備える。 The clutch system 1 includes a clutch device 10, a clutch actuator 20, a clutch control device 2, and a stroke sensor 18.
　クラッチ装置１０は、フライホイール１２と、クラッチディスク１３と、プレッシャープレート１４と、クラッチカバー１５と、ダイヤフラムスプリング１６と、レリーズベアリング１７とを備える。クラッチディスク１３はクラッチ部材を構成し、ダイヤフラムスプリング１６はばね部材つまり弾性部材である。 The clutch device 10 includes a flywheel 12, a clutch disk 13, a pressure plate 14, a clutch cover 15, a diaphragm spring 16, and a release bearing 17. The clutch disk 13 constitutes a clutch member, and the diaphragm spring 16 is a spring member, that is, an elastic member.
　フライホイール１２は、図示しないエンジンの駆動力が伝達されるクランクシャフト１１に一体回転可能に接続されている。フライホイール１２の外周縁のクランクシャフト１１と反対側には、クラッチカバー１５が固定されている。 The flywheel 12 is connected to a crankshaft 11 to which an engine driving force (not shown) is transmitted so as to be integrally rotatable. A clutch cover 15 is fixed to the outer peripheral edge of the flywheel 12 on the side opposite to the crankshaft 11.
　クラッチディスク１３は、クランクシャフト１１と同軸に配置された、図示しない変速機のインプットシャフト３１に、軸方向移動可能且つ一体回転可能にスプライン嵌合された取付部１３Ａと、取付部１３Ａの外周部に固定された円環状のディスク本体部１３Ｂと、ディスク本体部１３Ｂの外縁部の両面に固定された摩擦板１３Ｃとを有する。 The clutch disk 13 is disposed coaxially with the crankshaft 11 and is attached to an input shaft 31 of a transmission (not shown) which is spline-fitted so as to be axially movable and integrally rotatable, and an outer peripheral portion of the mounting portion 13A. And an annular disc main body portion 13B fixed to each other, and a friction plate 13C fixed to both surfaces of the outer edge portion of the disc main body portion 13B.
　プレッシャープレート１４は、クラッチディスク１３のフライホイール１２と反対側に摩擦板１３Ｃと接触可能に配置されている。プレッシャープレート１４のフライホイール１２と反対側の面には、ダイヤフラムスプリング１６の外縁部が接触可能に配置されており、プレッシャープレート１４は、ダイヤフラムスプリング１６により押圧されると、クラッチディスク１３をフライホイール１２に圧接可能となっている。なお、ダイヤフラムスプリング１６により押圧されていない場合には、プレッシャープレート１４は、図示しないスプリングにより、フライホイール１２と反対側に移動して、クラッチディスク１３をフライホイール１２に圧接しないようになっている。 The pressure plate 14 is disposed on the side of the clutch disc 13 opposite to the flywheel 12 so as to be in contact with the friction plate 13C. An outer edge portion of a diaphragm spring 16 is disposed on a surface of the pressure plate 14 opposite to the flywheel 12 so that the outer edge of the diaphragm spring 16 can come into contact with the pressure plate 14. When the pressure plate 14 is pressed by the diaphragm spring 16, the clutch disc 13 is moved to the flywheel. 12 can be pressed. When not pressed by the diaphragm spring 16, the pressure plate 14 is moved to the side opposite to the flywheel 12 by a spring (not shown) so that the clutch disk 13 is not pressed against the flywheel 12. .
　ダイヤフラムスプリング１６は、無負荷の状態においては略円錐状のばね部材であり、内縁部分と外縁部分との中間部分が、クラッチカバー１５に取り付けられている。ダイヤフラムスプリング１６の外縁部は、プレッシャープレート１４のフライホイール１２と反対側に接触するように配置され、ダイヤフラムスプリング１６の内縁部は、レリーズベアリング１７のフライホイール１２側の面に接触するように配置されている。 The diaphragm spring 16 is a substantially conical spring member in an unloaded state, and an intermediate portion between the inner edge portion and the outer edge portion is attached to the clutch cover 15. The outer edge portion of the diaphragm spring 16 is disposed so as to contact the side opposite to the flywheel 12 of the pressure plate 14, and the inner edge portion of the diaphragm spring 16 is disposed so as to contact the surface of the release bearing 17 on the flywheel 12 side. Has been.
　本実施形態では、レリーズベアリング１７がダイヤフラムスプリング１６の内縁部をフライホイール１２側に押圧していない場合には、ダイヤフラムスプリング１６の外縁部がプレッシャープレート１４をフライホイール１２側に押圧し、クラッチディスク１３をフライホイール１２に圧接するように、すなわち、クラッチ装置１０を接状態とするようになっている。要するにダイヤフラムスプリング１６はクラッチ部材１３に付勢力を及ぼして作用するように構成されている。一方、レリーズベアリング１７がダイヤフラムスプリング１６の内縁部をフライホイール１２側に押圧している場合には、ダイヤフラムスプリング１６の外縁部がフライホイール１２と反対側に移動し、ダイヤフラムスプリング１６の外縁部がプレッシャープレート１４を押圧しないようになり、クラッチディスク１３をフライホイール１２に圧接しないように、すなわち、クラッチ装置１０を断状態とするようになっている。要するに、これにより、ダイヤフラムスプリング１６から、クラッチ部材としてのクラッチディスク１３への付勢力は解消される。 In the present embodiment, when the release bearing 17 does not press the inner edge of the diaphragm spring 16 toward the flywheel 12, the outer edge of the diaphragm spring 16 presses the pressure plate 14 toward the flywheel 12, and the clutch disk 13 is brought into pressure contact with the flywheel 12, that is, the clutch device 10 is brought into a contact state. In short, the diaphragm spring 16 is configured to act by applying a biasing force to the clutch member 13. On the other hand, when the release bearing 17 presses the inner edge of the diaphragm spring 16 toward the flywheel 12, the outer edge of the diaphragm spring 16 moves to the opposite side of the flywheel 12, and the outer edge of the diaphragm spring 16 moves. The pressure plate 14 is not pressed, and the clutch disc 13 is not pressed against the flywheel 12, that is, the clutch device 10 is disconnected. In short, the urging force from the diaphragm spring 16 to the clutch disk 13 as the clutch member is thereby eliminated.
　レリーズベアリング１７は、内輪のフライホイール１２側がダイヤフラムスプリング１６の内縁部に接触するようになっているとともに、外輪のフライホイール１２と反対側がクラッチアクチュエータ２０の後述するピストン２２に接続されており、ダイヤフラムスプリング１６とピストン２２とを相対回転可能とするとともに、ピストン２２の軸方向の移動に伴ってインプットシャフト３１の軸方向に移動可能となっている。 The release bearing 17 is configured such that the inner ring flywheel 12 side comes into contact with the inner edge of the diaphragm spring 16, and the outer ring flywheel 12 side is connected to a piston 22, which will be described later, of the clutch actuator 20. The spring 16 and the piston 22 can rotate relative to each other, and can move in the axial direction of the input shaft 31 as the piston 22 moves in the axial direction.
　クラッチアクチュエータ２０は、インプットシャフト３１の周囲に相対回転可能に配置された（シリンダ部材としての）シリンダ２１と、シリンダ２１内に軸方向に移動可能な（ピストン部材としての）ピストン２２とを有する。ピストン２２のフライホイール１２と反対側の面と、シリンダ２１の内壁とにより圧力室２３が形成されるとともに、ピストン２２の外周面と、フライホイール１２側の面と、シリンダ２１の内壁とにより開放室２４が形成されている。 The clutch actuator 20 includes a cylinder 21 (as a cylinder member) disposed so as to be relatively rotatable around the input shaft 31 and a piston 22 (as a piston member) movable in the axial direction in the cylinder 21. A pressure chamber 23 is formed by the surface of the piston 22 opposite to the flywheel 12 and the inner wall of the cylinder 21, and is opened by the outer peripheral surface of the piston 22, the surface of the flywheel 12, and the inner wall of the cylinder 21. A chamber 24 is formed.
　シリンダ２１には、圧力室２３内に空気（作動流体の一例）を供給するための供給用配管２５と、圧力室２３内から空気を排出するための排出用配管２６とが設けられている。ここでは、作動流体として空気が用いられるので、供給用配管２５は給気用配管と称されてもよく、また、排出用配管２６は排気用配管と称されてもよい。また、シリンダ２１には、開放室２４を外部（例えば、大気圧となっている外部）と連通させる開放穴２１Ａが形成されている。 The cylinder 21 is provided with a supply pipe 25 for supplying air (an example of a working fluid) into the pressure chamber 23 and a discharge pipe 26 for discharging air from the pressure chamber 23. Here, since air is used as the working fluid, the supply pipe 25 may be referred to as an air supply pipe, and the discharge pipe 26 may be referred to as an exhaust pipe. The cylinder 21 is formed with an open hole 21 </ b> A that allows the open chamber 24 to communicate with the outside (for example, the outside at atmospheric pressure).
　クラッチアクチュエータ２０によると、圧力室２３内に空気を供給することにより、ピストン２２をフライホイール１２側に移動させて、クラッチ装置１０を断状態にすることができる。これに対して、圧力室２３内から空気を排出することにより、ダイヤフラムスプリング１６の弾性力によりピストン２２をフライホイール１２と反対側に移動させて、クラッチ装置１０を接状態にすることができる。このように、クラッチアクチュエータ２０は、クラッチ装置１０におけるクラッチディスク１３の状態つまり断接を切り替え可能にするために設けられていて、圧力室２３の空気の量に応じてクラッチディスク１３への作用量、具体的には、ここではダイヤフラムスプリング１６及びレリーズベアリング１７を介してのピストン２２からクラッチディスク１３への作用量つまりピストン２２のストロークが変化するように構成されている。 According to the clutch actuator 20, by supplying air into the pressure chamber 23, the piston 22 can be moved to the flywheel 12 side, and the clutch device 10 can be brought into a disengaged state. On the other hand, by discharging air from the pressure chamber 23, the piston 22 can be moved to the opposite side of the flywheel 12 by the elastic force of the diaphragm spring 16, and the clutch device 10 can be brought into a contact state. Thus, the clutch actuator 20 is provided so as to be able to switch the state of the clutch disk 13 in the clutch device 10, that is, the connection / disconnection, and the amount of action on the clutch disk 13 according to the amount of air in the pressure chamber 23. Specifically, here, the amount of action from the piston 22 to the clutch disk 13 via the diaphragm spring 16 and the release bearing 17, that is, the stroke of the piston 22 is changed.
　クラッチ制御装置２は、空気を供給する供給側（図１の給気側）と供給用配管２５との間に配置された供給用バルブ４１と、空気を排出する排出側（図１の排気側）と排出用配管２６との間に配置された排出用バルブ４２と、バルブ４１、４２を制御するように構成された機能部などを備える制御装置とを有する。この制御装置は電子制御ユニット（ＥＣＵ）５０に対応する。つまりＥＣＵ５０がクラッチシステム１における制御装置に相当する。また、供給用バルブ４１及び排出用バルブ４２は、圧力室２３への（作動流体としての）空気の流量を調整するための調整用バルブとして設けられている。なお、図１において供給用バルブ４１の供給用配管２５側とは異なる先には、図示しないが、ポンプ駆動により所定圧以上の圧縮空気がタンクに蓄えられている。 The clutch control device 2 includes a supply valve 41 disposed between a supply side for supplying air (supply side in FIG. 1) and a supply pipe 25, and a discharge side for discharging air (exhaust side in FIG. 1). ) And the discharge pipe 26, and a control device including a functional unit configured to control the valves 41 and 42, and the like. This control device corresponds to an electronic control unit (ECU) 50. That is, the ECU 50 corresponds to a control device in the clutch system 1. The supply valve 41 and the discharge valve 42 are provided as adjustment valves for adjusting the flow rate of air (as a working fluid) to the pressure chamber 23. In FIG. 1, the supply valve 41 is different from the supply pipe 25 side, and although not shown, compressed air of a predetermined pressure or more is stored in the tank by driving the pump.
　ＥＣＵ５０による制御により、供給用バルブ４１は、供給側と圧力室２３とを連通させて空気を供給する状態（供給状態）と、供給側と圧力室２３とを遮断させて空気の供給を停止する状態（供給停止状態）とに切り替えられることができる。本実施形態では、供給用バルブ４１は、ＥＣＵ５０の制御により、供給状態と供給停止状態とを切り替え可能に構成されており、１周期の全時間にしめる供給状態となっている時間の割合（Ｄｕｔｙ比）を変更することにより、空気の供給量を調整できるようになっている。 Under the control of the ECU 50, the supply valve 41 communicates the supply side and the pressure chamber 23 to supply air (supply state), and shuts off the supply side and the pressure chamber 23 to stop air supply. It can be switched to a state (supply stop state). In the present embodiment, the supply valve 41 is configured to be able to switch between a supply state and a supply stop state under the control of the ECU 50, and the ratio of the time during which the supply state is reduced to the entire time of one cycle (Duty ratio) ) Can be adjusted to adjust the air supply amount.
　排出用バルブ４２は、排出側と圧力室２３とを連通させて空気を排出する状態（排出状態）と、排出側と圧力室２３とを遮断させて空気の排出を停止する状態（排出停止状態）とに切り替えられることができる。本実施形態では、排出用バルブ４２は、ＥＣＵ５０の制御により、排出状態と排出停止状態とを切り替え可能に構成されており、１周期の全時間にしめる排出状態となっている時間の割合（Ｄｕｔｙ比）を変更することにより、空気の排出量を調整できるようになっている。 The discharge valve 42 communicates the discharge side and the pressure chamber 23 to discharge air (discharge state), and shuts off the discharge side and the pressure chamber 23 to stop air discharge (discharge stop state). ) And can be switched. In the present embodiment, the discharge valve 42 is configured to be able to switch between a discharge state and a discharge stop state under the control of the ECU 50, and the ratio of the time during which the discharge state is reached in the entire time of one cycle (Duty ratio) ) Can be changed to adjust the air discharge amount.
　ストロークセンサ１８は、クラッチアクチュエータ２０のピストン２２の所定の基準位置からの移動量つまりストローク値を検出するために設けられている。ストロークセンサ１８は、ストローク量に相当する信号をＥＣＵ５０に出力する。 The stroke sensor 18 is provided for detecting the amount of movement of the piston 22 of the clutch actuator 20 from a predetermined reference position, that is, the stroke value. The stroke sensor 18 outputs a signal corresponding to the stroke amount to the ECU 50.
　次に、ＥＣＵ５０について詳細に説明する。 Next, the ECU 50 will be described in detail.
　図２は、本実施形態に係る制御装置としての機能を備えるＥＣＵ５０の機能構成図である。 FIG. 2 is a functional configuration diagram of the ECU 50 having a function as a control device according to the present embodiment.
　ＥＣＵ５０は、公知の演算装置（例えばＣＰＵ（Central Processing Unit））、記憶装置（例えばＲＯＭ（Read Only Memory）、ＲＡＭ（Random Access Memory））、入出力ポート等を備え、所謂コンピュータとしての構成を備える。ＥＣＵ５０は、ここでは、クラッチシステム１の制御装置としての機能部を備える。ＥＣＵ５０は、エンジンの制御や、変速機の制御等の各種機能部も備えるが、備えなくてもよい。なお、以下では、クラッチシステム１の制御装置としての機能部について説明し、その他の機能部の説明を省略する。 The ECU 50 includes a known arithmetic device (for example, a CPU (Central Processing Unit)), a storage device (for example, a ROM (Read Only Memory), a RAM (Random Access Memory)), an input / output port, and the like, and has a configuration as a so-called computer. . Here, the ECU 50 includes a functional unit as a control device of the clutch system 1. The ECU 50 includes various functional units such as engine control and transmission control, but may not be provided. In the following, functional units as the control device of the clutch system 1 will be described, and description of other functional units will be omitted.
　ＥＣＵ５０は、クラッチ動作判定部５１と、バルブ制御部５２との各機能を担う機能部を備える。更に、ＥＣＵ５０は、摩耗量見積部６３と、摩耗量反映部６４との各機能を担う機能部を備える。これら各機能部は、一体のハードウエアであるＥＣＵ５０に含まれるものとして説明するが、これらの何れか一部を別体のハードウエアに設けることもできる。 ECU50 is provided with the function part which bears each function of the clutch operation | movement determination part 51 and the valve | bulb control part 52. FIG. Further, the ECU 50 includes functional units that perform the functions of the wear amount estimation unit 63 and the wear amount reflection unit 64. Each of these functional units will be described as being included in the ECU 50, which is an integral piece of hardware, but any one of them can be provided in separate hardware.
　クラッチ動作判定部５１は、図示しない車速センサからの出力に基づいて取得した車速、アクセル開度センサからの出力に基づいて取得したアクセル開度等に基づいて、クラッチ断動作を開始する必要があるか否かを判定し、クラッチ断動作の開始が必要である場合には、その旨の判定結果をバルブ制御部５２に出力する。また、クラッチ動作判定部５１は、クラッチ接動作を開始する必要があるか否か（例えば、変速機の変速が完了したか否か）を判定し、クラッチ接動作の開始が必要である場合には、その旨の判定結果をバルブ制御部５２に出力する。なお、クラッチ動作判定部５１は、クラッチ断動作の完了や、クラッチ接動作の完了も判定するように構成され、バルブ制御部５１から一連の制御の後送られる出力に基づいて、それらの完了判定を行い、更にその判定結果の出力をバルブ制御部５１に戻すことができる。 The clutch operation determination unit 51 needs to start the clutch disengagement operation based on the vehicle speed acquired based on the output from the vehicle speed sensor (not shown), the accelerator opening acquired based on the output from the accelerator opening sensor, and the like. If it is necessary to start the clutch disengagement operation, a determination result to that effect is output to the valve control unit 52. Further, the clutch operation determination unit 51 determines whether or not the clutch engagement operation needs to be started (for example, whether or not the shift of the transmission is completed), and when the clutch engagement operation needs to be started. Outputs a determination result to that effect to the valve control unit 52. The clutch operation determination unit 51 is also configured to determine completion of the clutch disengagement operation and completion of the clutch engagement operation. Based on the output sent from the valve control unit 51 after a series of controls, the completion determination of those operations is performed. Further, the output of the determination result can be returned to the valve control unit 51.
　バルブ制御部５２は、クラッチ動作判定部５１からクラッチ断動作を開始する旨の判定結果の出力を受けた場合には、供給用バルブ４１を対象として制御処理を実行し、クラッチ動作判定部５１からクラッチ接動作を開始する旨の出力を受けた場合には、排出用バルブ４２を対象として制御処理を実行する。 When the valve control unit 52 receives the output of the determination result indicating that the clutch disengagement operation is started from the clutch operation determination unit 51, the valve control unit 52 executes the control process for the supply valve 41 and the clutch operation determination unit 51 When an output to start the clutch engagement operation is received, the control process is executed for the discharge valve 42.
　バルブ制御部５２は、目標値設定部５３と、調整流量決定部５４と、圧力推定部５９と、デューティー比情報記憶手段の一例としてのデューティー比マップ記憶部６０と、デューティー比決定部６１と、制御出力手段の一例としての出力部６２とを備える。 The valve control unit 52 includes a target value setting unit 53, an adjustment flow rate determination unit 54, a pressure estimation unit 59, a duty ratio map storage unit 60 as an example of a duty ratio information storage unit, a duty ratio determination unit 61, And an output unit 62 as an example of a control output unit.
　目標値設定部５３は、クラッチ装置１０の断動作、又はクラッチ装置１０の接動作時に対応するピストン２２のストロークの目標値ＸＴを決定し、調整流量決定部５４に出力する。なお、この目標値ＸＴは、初期段階でのつまりクラッチディスクに摩耗が生じていない段階でのクラッチ装置の断状態又は接状態での初期値である。 The target value setting unit 53 determines the target value XT of the stroke of the piston 22 corresponding to the disengagement operation of the clutch device 10 or the contact operation of the clutch device 10, and outputs the target value XT to the adjustment flow rate determination unit 54. The target value XT is an initial value in the disengaged state or the contact state of the clutch device at the initial stage, that is, at the stage where the clutch disk is not worn.
　調整流量決定部５４は、目標値設定部５３から入力された目標値ＸＴと、ストロークセンサ１８からの出力に基づいて取得したピストン２２の実際のストローク値Ｘとに基づいて、圧力室２３の空気を調整（供給又は排出）する調整流量（質量流量）σを決定する。 The adjustment flow rate determination unit 54 determines the air in the pressure chamber 23 based on the target value XT input from the target value setting unit 53 and the actual stroke value X of the piston 22 acquired based on the output from the stroke sensor 18. An adjustment flow rate (mass flow rate) σ for adjusting (supplying or discharging) is determined.
　調整流量決定部５４は、フィードフォワード手段の一例としてのフィードフォワード制御部５５と、演算部５６と、フィードバック手段の一例としてのＰＩＤ制御部５７と、演算部５８とを含む。 The adjusted flow rate determination unit 54 includes a feedforward control unit 55 as an example of feedforward means, a calculation unit 56, a PID control unit 57 as an example of feedback means, and a calculation unit 58.
　フィードフォワード制御部５５は、目標値設定部５３から入力された目標値ＸＴに対応する調整流量に関するフィードフォワード値σｆｆを決定し、演算部５８に出力する。目標値ＸＴと、フィードフォワード値σｆｆとの対応関係については、予め実験的に把握することができる。 The feedforward control unit 55 determines a feedforward value σff related to the adjustment flow rate corresponding to the target value XT input from the target value setting unit 53, and outputs it to the calculation unit 58. The correspondence between the target value XT and the feedforward value σff can be experimentally grasped in advance.
　演算部５６は、目標値設定部５３から入力された目標値ＸＴと、ストロークセンサ１８からの出力に基づいて取得したストローク値Ｘとの差を算出し、ＰＩＤ制御部５７に出力する。 The calculation unit 56 calculates the difference between the target value XT input from the target value setting unit 53 and the stroke value X acquired based on the output from the stroke sensor 18, and outputs the difference to the PID control unit 57.
　ＰＩＤ制御部５７は、演算部５６からの、目標値ＸＴとストローク量Ｘとの差を入力として、ＰＩＤ制御（Proportional-Integral-Differential　Controller）を実行して、調整流量に関するフィードバック値σｆｂを決定し、演算部５８に出力する。 The PID control unit 57 executes the PID control (Proportional-Integral-Differential Controller) with the difference between the target value XT and the stroke amount X from the calculation unit 56 as an input, and determines the feedback value σfb regarding the adjusted flow rate. And output to the calculation unit 58.
　演算部５８は、フィードフォワード制御部５５から入力されたフィードフォワード値σｆｆと、ＰＩＤ制御部５７から入力されたフィードバック値σｆｂとを加算して、圧力室２３を調整する調整流量σを算出し、調整流量σをデューティー比決定部６１に出力する。 The calculation unit 58 calculates the adjustment flow rate σ for adjusting the pressure chamber 23 by adding the feedforward value σff input from the feedforward control unit 55 and the feedback value σfb input from the PID control unit 57, The adjusted flow rate σ is output to the duty ratio determining unit 61.
　圧力推定部５９は、ストロークセンサ１８の出力に基づいて取得したピストン２２のストローク値Ｘに基づいて、圧力室２３内の圧力値（推定値）Ｐ＾actuatorを推定する。ここで、ストローク値Ｘから圧力室２３内の圧力を推定する方法としては、予め実験的にストローク量Ｘとそのストローク値Ｘに対応する圧力室２３内の圧力との対応関係を示す表をＥＣＵ５０の図示しないメモリに記憶させておき、その表からストローク値Ｘに対応する圧力室２３の圧力値Ｐ＾actuatorを求めるようにしてもよく、或いは、ストローク値Ｘから圧力値Ｐ＾actuatorを推定するためのカルマンフィルタのような状態推定器を用意しておき、その状態推定器にストローク量Ｘと調整流量σを通すことにより、圧力値Ｐ＾actuatorを求めるようにしてもよい。 The pressure estimation unit 59 estimates the pressure value (estimated value) P ^ actuator in the pressure chamber 23 based on the stroke value X of the piston 22 acquired based on the output of the stroke sensor 18. Here, as a method of estimating the pressure in the pressure chamber 23 from the stroke value X, a table showing the correspondence relationship between the stroke amount X and the pressure in the pressure chamber 23 corresponding to the stroke value X in advance is shown in the ECU 50. The pressure value P ^ actuator of the pressure chamber 23 corresponding to the stroke value X may be obtained from the table, or the pressure value P ^ actuator is estimated from the stroke value X. Alternatively, a state estimator such as a Kalman filter may be prepared, and the pressure value P ^ actuator may be obtained by passing the stroke amount X and the adjustment flow rate σ through the state estimator.
　デューティー比マップ記憶部６０は、圧力室２３の空気の調整流量σと、圧力室２３内の圧力Ｐactuatorと、その圧力状態において、その調整流量を調整するためにバルブ（４１，４２）を動作させる際のデューティー比（Ｄｕｔｙ比）との関係を示すデューティー比マップを記憶する。デューティー比マップ記憶部６０は、例えば、ＥＣＵ５０の図示しないメモリにより構成される。 The duty ratio map storage unit 60 operates the valves (41, 42) in order to adjust the adjusted flow rate in the pressure state of the adjusted flow rate σ of the air in the pressure chamber 23, the pressure Pactuator in the pressure chamber 23, and the pressure state. A duty ratio map showing the relationship with the duty ratio (Duty ratio) is stored. The duty ratio map storage unit 60 is configured by a memory (not shown) of the ECU 50, for example.
　デューティー比決定部６１は、演算部５８から入力された調整流量σと、圧力推定部５９から入力された圧力値Ｐ＾actuatorとを用いて、デューティー比マップ記憶部６０のデューティー比マップを参照することにより、バルブを動作させる際のＤｕｔｙ比を決定し、出力部６２に出力する。 The duty ratio determination unit 61 refers to the duty ratio map of the duty ratio map storage unit 60 using the adjustment flow rate σ input from the calculation unit 58 and the pressure value P ^ actuator input from the pressure estimation unit 59. Thus, the duty ratio for operating the valve is determined and output to the output unit 62.
　出力部６２は、デューティー比決定部６１から入力されたＤｕｔｙ比に従って、制御対象のバルブ（クラッチ断動作時には、供給用バルブ４１、クラッチ接動作時には、排出用バルブ４２）を動作させるための制御信号を出力する。 The output unit 62 controls the control target valve (the supply valve 41 when the clutch is disengaged and the discharge valve 42 when the clutch is engaged) according to the duty ratio input from the duty ratio determining unit 61. Is output.
　摩耗量見積部６３は、クラッチ部材であるクラッチディスク１３等の摩耗量を見積もるように構成されている。具体的には、所定の時期に、クラッチ装置１０が接状態にあるときの、ストロークセンサ１８の出力に基づいて取得したピストン２２のストローク値を、基準ストローク値と比較することで、摩耗量を見積もる。なお、基準ストローク値は、クラッチディスク１３に摩耗が生じていない段階でのクラッチ接状態におけるストローク値として予め記憶されているが、学習されてもよい。 The wear amount estimation unit 63 is configured to estimate the wear amount of the clutch disk 13 or the like that is a clutch member. Specifically, the amount of wear is determined by comparing the stroke value of the piston 22 acquired based on the output of the stroke sensor 18 when the clutch device 10 is in a contact state at a predetermined time with a reference stroke value. estimate. The reference stroke value is stored in advance as a stroke value in the clutch engagement state when the clutch disk 13 is not worn, but may be learned.
　摩耗量反映部６４は、摩耗量見積部６３から摩耗量に相当する出力を受け、その摩耗量をバルブ制御部５２におけるバルブ４１、４２の制御に反映させるように、前述の目標値設定部５３において決定される目標値ＸＴに対する補正値を算出する。したがって、前述の目標値ＸＴは、クラッチディスク１３の摩耗量を反映した値である。 The wear amount reflecting unit 64 receives the output corresponding to the wear amount from the wear amount estimating unit 63 and reflects the wear amount in the control of the valves 41 and 42 in the valve control unit 52 as described above. A correction value for the target value XT determined in step S is calculated. Therefore, the aforementioned target value XT is a value reflecting the amount of wear of the clutch disk 13.
　ここで、クラッチディスク１３の摩擦量の見積もりについて、図３のフローチャートに基づいて説明する。なお、図３のルーチンに従う演算処理は、エンジン停止時に１回のみ行われるが、本開示の技術はこれ以外の時期に行われることを排除しない。 Here, the estimation of the friction amount of the clutch disk 13 will be described based on the flowchart of FIG. Note that the arithmetic processing according to the routine of FIG. 3 is performed only once when the engine is stopped, but the technique of the present disclosure does not exclude that it is performed at other times.
　摩耗量見積部６３は、ストロークセンサ１８の出力に基づいて取得したピストン２２のストローク値を、基準ストローク値と比較し、その比較結果に基づいて予め実験等に基づいて定めたデータ等を検索することで、摩耗量を見積もる（ステップＳ３０１）。 The wear amount estimation unit 63 compares the stroke value of the piston 22 acquired based on the output of the stroke sensor 18 with a reference stroke value, and searches for data or the like previously determined based on experiments based on the comparison result. Thus, the wear amount is estimated (step S301).
　そして、摩耗量反映部６４は、摩耗量見積部６３が見積もった摩耗量に相当する出力を受け、その摩耗量で予め実験に基づいて定めたデータ（例えばマップ化されたデータ）等を参照して補正値を算出する（ステップＳ３０３）。この補正値は、バルブ制御部２１に出力される。この補正値は、見積もられた摩耗量に応じた分、クラッチ断接切替処理におけるクラッチアクチュエータ２０のピストン２２の目標初期ストローク位置つまり前述の目標値設定部５３において決定される目標値ＸＴをずらすように、定められる。 The wear amount reflecting unit 64 receives an output corresponding to the wear amount estimated by the wear amount estimating unit 63, and refers to data (for example, mapped data) previously determined based on the experiment with the wear amount. The correction value is calculated (step S303). This correction value is output to the valve control unit 21. This correction value shifts the target initial stroke position of the piston 22 of the clutch actuator 20 in the clutch connection / disconnection switching process, that is, the target value XT determined by the target value setting unit 53, by an amount corresponding to the estimated wear amount. As determined.
　次に、本実施形態に係るクラッチシステム１における処理動作について説明する。 Next, the processing operation in the clutch system 1 according to the present embodiment will be described.
　図４は、本実施形態に係るクラッチ断処理のフローチャートである。なお、クラッチ断処理とは、クラッチ装置１０が接状態にあるときに行われる処理である。 FIG. 4 is a flowchart of the clutch disengagement process according to the present embodiment. The clutch disengagement process is a process performed when the clutch device 10 is in the engaged state.
　図４のクラッチ断処理のルーチンに従う演算及び制御は、例えば、車両の電源ＯＮ（イグニッションスイッチのキースイッチＯＮ）となった場合に開始される。 The calculation and control according to the routine of the clutch disengagement process in FIG. 4 is started, for example, when the vehicle power is turned on (the key switch of the ignition switch is turned on).
　クラッチ動作判定部５１は、図示しない車速センサからの出力に基づいて取得される車速、アクセル開度センサの出力に基づいて取得されるアクセル開度等に基づいて、変速機による変速を行うためにクラッチ断処理を開始する必要があるか否かを判定する（ステップＳ４０１）。（クラッチ装置１０の断接切替処理（クラッチ断接切替処理）のうちの１つである）クラッチ断処理を開始する必要があるとの判定結果となったとき（ステップＳ４０１で肯定判定）、ステップＳ４０３に進む。これに対して、クラッチ断処理を開始する必要がないとの判定結果になったとき（ステップＳ４０１で否定判定）、再度ステップＳ４０１が実行される。 The clutch operation determination unit 51 performs a shift by the transmission based on a vehicle speed acquired based on an output from a vehicle speed sensor (not shown), an accelerator opening acquired based on an output of an accelerator opening sensor, and the like. It is determined whether or not the clutch disengagement process needs to be started (step S401). When it is determined that it is necessary to start the clutch disengagement process (which is one of the disengagement / disconnection switching processes (clutch disengagement switching process) of the clutch device 10) (Yes in step S401), step The process proceeds to S403. On the other hand, when it becomes a determination result that it is not necessary to start the clutch disengagement process (negative determination in step S401), step S401 is executed again.
　クラッチ動作判定部５１からクラッチ断処理開始の判定結果の出力を受けたバルブ制御部５２は、供給用バルブ４１を制御する（ステップＳ４０３）。具体的には、バルブ制御部５２における供給用バルブ４１の制御は以下のように行われる。すなわち、目標値設定部５３がクラッチ断動作における目標とする目標値ＸＮを出力する。ただし、この目標値ＸＮは、バルブ制御部５２が受け取った図３のルーチンに基づいて算出された前述の補正値を適用した値である。そして、調整流量決定部５４が、目標値ＸＴとストロークセンサ１８からの出力に基づいて取得したストローク量Ｘとに基づいて、調整流量σを出力する。更に圧力推定部５９はストローク量Ｘに基づいて、圧力値Ｐ＾actuatorを推定し、デューティー比決定部６１は、デューティー比マップ記憶部６０のデューティー比マップを参照し、調整量σと圧力値Ｐ＾actuatorとに対応する、Ｄｕｔｙ比を決定する。そして、出力部６２が決定されたＤｕｔｙ比により、供給バルブ４１の動作を制御するべく信号を出力する。このように、デューティー比マップは、調整流量σがピストン２２のストローク値に基づくことからも明らかなように、そのピストン２２のストロークを制御するための制御信号を導くための変換マップに相当する。つまり、本実施形態では、バルブ制御部５２は、取得したストローク値に基づいて所定の変換マップを参照することで、ピストン２２のストロークを制御するためのＤｕｔｙ比、要するに制御信号が決定される。 The valve control unit 52 that has received the output of the determination result of the clutch disengagement process start from the clutch operation determination unit 51 controls the supply valve 41 (step S403). Specifically, the supply valve 41 is controlled by the valve controller 52 as follows. That is, the target value setting unit 53 outputs a target value XN that is a target in the clutch disengagement operation. However, the target value XN is a value to which the above-described correction value calculated based on the routine of FIG. 3 received by the valve control unit 52 is applied. Then, the adjusted flow rate determination unit 54 outputs the adjusted flow rate σ based on the target value XT and the stroke amount X acquired based on the output from the stroke sensor 18. Further, the pressure estimation unit 59 estimates the pressure value P ^ actuator based on the stroke amount X, and the duty ratio determination unit 61 refers to the duty ratio map of the duty ratio map storage unit 60 to adjust the adjustment amount σ and the pressure value P. Determine the duty ratio corresponding to the actuator. Then, the output unit 62 outputs a signal to control the operation of the supply valve 41 according to the determined duty ratio. Thus, the duty ratio map corresponds to a conversion map for deriving a control signal for controlling the stroke of the piston 22, as is apparent from the fact that the adjusted flow rate σ is based on the stroke value of the piston 22. In other words, in the present embodiment, the valve control unit 52 refers to a predetermined conversion map based on the acquired stroke value, thereby determining a duty ratio for controlling the stroke of the piston 22 and, in short, a control signal.
　この制御（ステップＳ４０３）は、クラッチ動作判定部５１によりストロークセンサ１８からの出力に基づいて取得したストローク値Ｘが目標値ＸＴに達したか否かのクラッチ断完了判定（ステップＳ４０５）により肯定判定されるまで、繰り返し実行される。 This control (step S403) is affirmatively determined by clutch disconnection completion determination (step S405) as to whether or not the stroke value X acquired by the clutch operation determination unit 51 based on the output from the stroke sensor 18 has reached the target value XT. It is repeatedly executed until it is done.
　そして、ストローク量Ｘが目標値ＸＴに達すると（ステップＳ４０５で肯定判定）、クラッチ動作判定部５１はクラッチ動作を停止させる旨の信号をバルブ制御部５２に出力する。これにより、供給用バルブ４１を閉じる制御が実行される（ステップＳ４０７）。これにより、当該ルーチンは終了する。 Then, when the stroke amount X reaches the target value XT (positive determination in step S405), the clutch operation determination unit 51 outputs a signal to stop the clutch operation to the valve control unit 52. Thereby, control which closes the valve 41 for supply is performed (step S407). As a result, the routine ends.
　図５は、本実施形態に係るクラッチ接処理のフローチャートである。なお、クラッチ接処理とは、クラッチ装置１０が断状態にあるときに行われる処理である。 FIG. 5 is a flowchart of the clutch engagement processing according to the present embodiment. The clutch engagement process is a process performed when the clutch device 10 is in a disconnected state.
　図５のクラッチ接処理のルーチンに従う演算及び制御は、例えば、車両の電源ＯＮ（イグニッションスイッチのキースイッチＯＮ）となった場合に開始される。 The calculation and control in accordance with the clutch engagement processing routine of FIG. 5 is started, for example, when the vehicle power is turned on (the key switch of the ignition switch is turned on).
　クラッチ動作判定部５１は、変速機による変速が終了等して、クラッチ接処理を開始する必要があるか否かを判定する（ステップＳ５０１）。（クラッチ断接切替処理のうちの１つである）クラッチ接処理を開始する必要がないとの判定結果になったときには（ステップＳ５０１で否定判定）、ステップＳ５０１での判定ステップが繰り返し実行される。 The clutch operation determination unit 51 determines whether or not the clutch engagement process needs to be started after the shift by the transmission is completed (step S501). When it is determined that it is not necessary to start the clutch engagement process (which is one of the clutch connection / disconnection switching processes) (negative determination in step S501), the determination step in step S501 is repeatedly executed. .
　クラッチ動作判定部５１からクラッチ接開始の判定結果の出力を受けたバルブ制御部５２は、排出用バルブ４２を開制御する（ステップＳ５０３）。具体的には、バルブ制御部５２における排出用バルブ４２の制御は以下のように行われる。すなわち、目標値設定部５３がクラッチ接動作における目標とする目標値ＸＮを出力する。なお、この目標値ＸＮは、バルブ制御部５２が受け取った図３のルーチンに基づいて算出された前述の補正値を適用した値である。そして、この目標値ＸＴに基づいて排出バルブ４２の作動を制御する。この制御は、上記制御（ステップＳ４０３）の説明と概ね同じであるので、ここでの更なる説明を省略する。 The valve control unit 52 that has received the output of the clutch engagement start determination result from the clutch operation determination unit 51 controls to open the discharge valve 42 (step S503). Specifically, the control of the discharge valve 42 in the valve control unit 52 is performed as follows. That is, the target value setting unit 53 outputs a target value XN that is a target in the clutch engagement operation. The target value XN is a value to which the correction value calculated based on the routine of FIG. 3 received by the valve control unit 52 is applied. Then, the operation of the discharge valve 42 is controlled based on the target value XT. Since this control is substantially the same as the description of the above control (step S403), further description is omitted here.
　この制御（ステップＳ５０３）は、ステップＳ５０５で、クラッチ動作判定部５１により、クラッチ接が完了しているか否かの判定で肯定判定されるまで、実行される。なお、この判定は、上記クラッチ断判定（ステップＳ４０５）と同様にして行われる。そして、クラッチ接が完了していると判定されると（ステップＳ５０５で肯定判定）、クラッチ動作判定部５１はクラッチ接動作を停止させる旨の判定結果の出力をバルブ制御部５２に出力する。これにより、バルブ制御部５２は、排出用バルブ４２を閉じる信号を排出用バルブ４２に出力する（ステップＳ５０７）。これにより、当該ルーチンは終了する。 This control (step S503) is executed until an affirmative determination is made in step S505 by the clutch operation determination unit 51 as to whether or not the clutch engagement is complete. This determination is performed in the same manner as the clutch disengagement determination (step S405). If it is determined that the clutch engagement is complete (Yes in step S505), the clutch operation determination unit 51 outputs an output of a determination result indicating that the clutch engagement operation is stopped to the valve control unit 52. As a result, the valve control unit 52 outputs a signal for closing the discharge valve 42 to the discharge valve 42 (step S507). As a result, the routine ends.
　ここで、図６に基づいて、摩擦量に基づく補正値を適用した目標値つまりクラッチ断接切替処理によるピストン２２のストロークについて説明する。図６に、シリンダ２１内での、クラッチ断接切替処理後のピストンを模式的に示す。クラッチディスク１３に摩耗がほとんどないときの、つまり、補正量がほぼゼロのときの、クラッチ断処理後のピストンに符号「２２ａ」を付し、クラッチ接処理後のピストンに符号「２２ｂ」を付す。また、クラッチディスク１３に摩耗がある程度生じているときの、クラッチ断処理後のピストンに符号「２２ａ´」を付し、クラッチ接処理後のピストンに符号「２２ｂ´」を付す。なお、図６では、エンジンＥ側が図中左側であり、変速機Ｔ側が図中右側である。 Here, based on FIG. 6, the target value to which the correction value based on the friction amount is applied, that is, the stroke of the piston 22 by the clutch connection / disconnection switching process will be described. FIG. 6 schematically shows the piston after the clutch connection / disconnection switching process in the cylinder 21. When the clutch disk 13 is hardly worn, that is, when the correction amount is almost zero, the piston after the clutch disengagement processing is denoted by “22a”, and the piston after the clutch disengagement processing is denoted by “22b”. . Further, when the clutch disk 13 is worn to some extent, the piston after the clutch disengagement process is denoted by “22a ′”, and the piston after the clutch engagement process is denoted by “22b ′”. In FIG. 6, the engine E side is the left side in the figure, and the transmission T side is the right side in the figure.
　上記説明から明らかなように、クラッチ断処理における制御（図４に基づく制御）及びクラッチ接処理における制御（図５に基づく制御）において摩耗量は同じように適用される。したがって、図６に表すように、そのときどきのクラッチの状態において、クラッチ断処理後のピストン２２の位置つまりストローク値と、クラッチ接処理後のピストン２２の位置つまりストローク値との間隔は、概ね同じである。つまり、図６において、ピストン２２ａとピストン２２ｂの間隔（ストローク変化量）Ｓｔ１は、ピストン２２ａ´とピストン２２ｂ´の間隔（ストローク変化量）Ｓｔ２と概ね同じである。このように、本制御によれば、クラッチ断接切替処理において、ピストンの移動量を略同じにできる。よって、上記制御により、圧力室２３への空気の無駄な供給動作やそこからの空気の無駄な排出動作が生じるのを防ぐことができる。つまり、クラッチ装置２０における摩耗量にかかわらず、クラッチ断処理制御において供給用バルブ４１を制御することで圧力室２３に適切な量又は圧力の作動流体を供給して、初期状態と概ね同じだけピストンを動かすことができる。（なお、ここで圧力室２３に供給される作動流体の量等を「適切な」量等としているは、処理開始直前等の圧力室２３の圧力に応じて、ピストン２２を同じストローク量だけ動かすのに必要とされる圧力室２３の圧力変化量が異なるからである。）要するに、上記補正値の適用により、バルブ制御部５２は、クラッチ装置における摩耗量にかかわらず、クラッチ断接切替処理において、例えばクラッチ装置をある状態（第１状態）から別のある状態（第２状態）にする同一処理において、クラッチ装置への作用部材であるピストンのストローク変化量（つまりピストンの移動量）つまり作用量が略同じになるように、バルブ４１、４２を制御することができる。これにより、例えば、クラッチ断処理において接状態から断状態にするためのピストンのストローク変化量を、クラッチ装置における摩耗量にかかわらず、概ね同じ（概ね一定）にすることができる。したがって、クラッチシステム１のクラッチ装置１０の制御の応答性を高い状態に維持することが可能になる。更に、クラッチの摩耗量が適切に考慮されて上記制御がなされるので、クラッチ装置１０の挙動安定性をも高めることができる。 As is apparent from the above description, the wear amount is similarly applied in the control in the clutch disengagement process (control based on FIG. 4) and the control in the clutch engagement process (control based on FIG. 5). Therefore, as shown in FIG. 6, in the clutch state at that time, the interval between the position of the piston 22 after the clutch disengagement process, that is, the stroke value, and the position of the piston 22 after the clutch engagement process, that is, the stroke value are substantially the same. It is. That is, in FIG. 6, the interval (stroke variation) St1 between the pistons 22a and 22b is substantially the same as the interval (stroke variation) St2 between the pistons 22a ′ and 22b ′. Thus, according to this control, the movement amount of the piston can be made substantially the same in the clutch connection / disconnection switching process. Therefore, by the above control, it is possible to prevent a wasteful supply operation of air to the pressure chamber 23 and a wasteful discharge operation of air therefrom. That is, regardless of the amount of wear in the clutch device 20, the supply valve 41 is controlled in the clutch disengagement process control to supply an appropriate amount or pressure of working fluid to the pressure chamber 23, so that the piston is approximately the same as in the initial state. Can be moved. (Here, the amount of working fluid supplied to the pressure chamber 23 is “appropriate” or the like. The piston 22 is moved by the same stroke amount in accordance with the pressure in the pressure chamber 23 immediately before the start of processing. (This is because the amount of change in pressure of the pressure chamber 23 required for this is different.) In short, by applying the correction value, the valve control unit 52 performs the clutch connection / disconnection switching process regardless of the amount of wear in the clutch device. For example, in the same processing for changing the clutch device from a certain state (first state) to another certain state (second state), the stroke change amount (i.e., the movement amount of the piston), i.e., the action, of the piston acting as the clutch member The valves 41 and 42 can be controlled so that the amounts are substantially the same. Thereby, for example, the stroke change amount of the piston for changing the contact state to the disengaged state in the clutch disengagement process can be made substantially the same (generally constant) regardless of the wear amount in the clutch device. Therefore, the control responsiveness of the clutch device 10 of the clutch system 1 can be maintained in a high state. Furthermore, since the above control is performed with appropriate consideration of the amount of wear of the clutch, the behavioral stability of the clutch device 10 can be enhanced.
　本実施形態では、バルブ制御部の制御において、クラッチディスク１３の摩耗量に基づく補正値がクラッチ位置つまりピストンのストローク値に適用され、その補正値適用済みのストローク値とシリンダ２１内の作動流体の圧力との関係から導き出される。つまり、本実施形態では、クラッチ摩耗と、クラッチ位置と、シリンダ内流量又は圧力との関係に基づいて、バルブ制御が実行される。したがって、より適切にバルブ制御におけるＤｕｔｙ比つまり制御信号を設定でき、よって、クラッチ部材に摩耗が生じても、それが生じる前と同等の制御性能を維持することが可能になる。 In this embodiment, in the control of the valve control unit, a correction value based on the wear amount of the clutch disk 13 is applied to the clutch position, that is, the stroke value of the piston, and the stroke value to which the correction value has been applied and the working fluid in the cylinder 21 are applied. Derived from the relationship with pressure. That is, in the present embodiment, valve control is executed based on the relationship among clutch wear, clutch position, in-cylinder flow rate or pressure. Therefore, the duty ratio in the valve control, that is, the control signal can be set more appropriately. Therefore, even if the clutch member is worn, the control performance equivalent to that before the clutch member can be maintained can be maintained.
　なお、本開示は、上述の実施形態に限定されるものではなく、本開示の趣旨を逸脱しない範囲で、適宜に変形して実施することができる。 In addition, this indication is not limited to the above-mentioned embodiment, In the range which does not deviate from the meaning of this indication, it can change suitably and can implement.
　例えば、上記実施形態では、摩耗量をバルブ制御部における制御に反映させるように、補正値は、目標値設定部５３において決定される目標値に適用された。しかし、補正値は、調整流量決定部での各種値、例えばフィードフォワード値σｆｆやフィードバック値σｆｂ、圧力推定部５９における圧力値Ｐ＾actuator、デューティー比決定部６１で決定されるＤｕｔｙ比などに対して適用されてもよい。また、デューティー比マップ記憶部６０は複数のデューティー比マップを記憶しておき、都度、摩耗量に適するマップが選択されてもよい。この場合、出力された補正値がデューティー比マップ記憶部６０で用いられても、摩耗量そのものがデューティー比マップ記憶部６０で用いられてもよい。つまり、この後者の場合、摩耗量反映部は、摩耗量見積部により見積もられた摩耗量をバルブ制御部における制御に反映させるように、摩耗量見積部で見積もられた摩耗量に相当する値をバルブ制御部に単に出力する。 For example, in the above embodiment, the correction value is applied to the target value determined by the target value setting unit 53 so that the wear amount is reflected in the control in the valve control unit. However, the correction value is for various values in the adjustment flow rate determination unit, such as the feedforward value σff and the feedback value σfb, the pressure value P ^ actuator in the pressure estimation unit 59, the duty ratio determined in the duty ratio determination unit 61, and the like. May be applied. Further, the duty ratio map storage unit 60 may store a plurality of duty ratio maps, and a map suitable for the wear amount may be selected each time. In this case, the output correction value may be used in the duty ratio map storage unit 60, or the wear amount itself may be used in the duty ratio map storage unit 60. That is, in this latter case, the wear amount reflecting portion corresponds to the wear amount estimated by the wear amount estimating portion so that the wear amount estimated by the wear amount estimating portion is reflected in the control in the valve control portion. Simply output the value to the valve controller.
　また、例えば、上記実施形態では、クラッチアクチュエータ２０のシリンダ２１の圧力室２３に、作動流体を供給することにより、クラッチ装置１０を断状態とし、排出することにより、クラッチ装置１０を接状態とするようにクラッチシステム１を構成していた。しかし、本開示の技術はこれに限られず、クラッチアクチュエータのシリンダの圧力室に作動流体を供給することにより、クラッチ装置を接状態とし、それをそこから排出することによりクラッチ装置を断状態とするようにクラッチシステムを構成してもよい。つまり、ダイヤフラムスプリング１６は、上記実施形態のようにクラッチ部材を接状態にする方向の付勢力を生じるように設けられてもよく、逆に、クラッチ部材を断状態にする方向の付勢力を生じるように設けられてもよい。 Further, for example, in the above-described embodiment, by supplying the working fluid to the pressure chamber 23 of the cylinder 21 of the clutch actuator 20, the clutch device 10 is brought into a disconnected state and discharged, thereby bringing the clutch device 10 into a contact state. Thus, the clutch system 1 was configured. However, the technology of the present disclosure is not limited to this, and the clutch device is brought into a contact state by supplying a working fluid to the pressure chamber of the cylinder of the clutch actuator, and the clutch device is brought into a disconnected state by discharging it from there. The clutch system may be configured as described above. That is, the diaphragm spring 16 may be provided so as to generate an urging force in a direction for bringing the clutch member into a contact state as in the above-described embodiment, and conversely, an urging force in a direction for bringing the clutch member into a disconnected state is generated. It may be provided as follows.
　また、上記実施形態では、調整用バルブとして１つの供給用バルブ４１と１つの排出用バルブ４２とが設けられた。しかし、バルブの数はこれに限定されず、それぞれ複数個設けられてもよい。あるいは、供給用バルブ４１と排出用バルブ４２とを一体化した調整用バルブがたった１つ設けられてもよい。 Further, in the above embodiment, one supply valve 41 and one discharge valve 42 are provided as adjustment valves. However, the number of valves is not limited to this, and a plurality of valves may be provided. Alternatively, only one adjustment valve in which the supply valve 41 and the discharge valve 42 are integrated may be provided.
　また、上記実施形態では、調整流量決定部５４では、フィードバック制御として、ＰＩＤ制御を実行するようにしていた。しかし、本開示において、フィードバック制御はＰＩＤ制御に限定されない。フィードバック制御として、ＰＩＤ制御と異なる制御が実行されてもよい。また、上記バルブ制御では、フィードフォワード制御とフィードバック制御としてのＰＩＤ制御とが組み合わされてバルブ制御が実行されたが、いずれか一方のみが採用されてもよい。 In the above embodiment, the adjusted flow rate determination unit 54 executes PID control as feedback control. However, in the present disclosure, the feedback control is not limited to PID control. As feedback control, control different from PID control may be executed. Moreover, in the said valve control, although feed control and PID control as feedback control were combined and valve control was performed, only any one may be employ | adopted.
　また、上記実施形態では、作動流体として空気を用いた例を示していたが、本開示の技術はこれに限られず、作動流体として作動油を用いるようにしてもよい。 In the above embodiment, an example is shown in which air is used as the working fluid. However, the technology of the present disclosure is not limited to this, and hydraulic oil may be used as the working fluid.
　本出願は、2018年3月19日付で出願された日本国特許出願（特願2018-050681）に基づくものであり、その内容はここに参照として取り込まれる。 This application is based on a Japanese patent application (Japanese Patent Application No. 2018-050681) filed on March 19, 2018, the contents of which are incorporated herein by reference.
　本開示のクラッチシステムにおける制御装置及びそれを備えたクラッチ制御装置は、クラッチ装置のクラッチ部材に摩耗が生じたときでも、クラッチ装置を応答性良く、安定的に作動させることができる、という点において有用である。 The control device in the clutch system of the present disclosure and the clutch control device including the control device are capable of stably operating the clutch device with high responsiveness even when the clutch member of the clutch device is worn. Useful.
　１　クラッチシステム
　２　クラッチ制御装置
　１０　クラッチ装置
　１１　クランクシャフト
　１２　フライホイール
　１３　クラッチディスク
　１４　プレッシャープレート
　１５　クラッチケース
　１６　ダイヤフラムスプリング
　１７　レリーズベアリング
　１８　ストロークセンサ
　２０　クラッチアクチュエータ
　２１　シリンダ
　２２　ピストン（作用部材）
　２３　圧力室
　２４　開放室
　２５　供給用配管
　２６　排出用配管
　３１　インプットシャフト
　４１，４２　バルブ
　５０　ＥＣＵ（制御装置）
　５１　クラッチ動作判定部
　５２　バルブ制御部
　５３　目標値設定部
　５３´　オーバーシュート判定部
　５４　調整流量決定部
　５５　フィードフォワード制御部
　５６　演算部
　５７　ＰＩＤ制御部
　５８　演算部
　５９　圧力推定部
　６０　デューティー比マップ記憶部
　６１　デューティー比決定部
　６２　出力部
　６３　摩耗量見積部
　６４　摩耗量反映部 DESCRIPTION OF SYMBOLS 1 Clutch system 2 Clutch control apparatus 10 Clutch apparatus 11 Crankshaft 12 Flywheel 13 Clutch disk 14 Pressure plate 15 Clutch case 16 Diaphragm spring 17 Release bearing 18 Stroke sensor 20 Clutch actuator 21 Cylinder 22 Piston (action member)
23 Pressure chamber 24 Open chamber 25 Supply pipe 26 Discharge pipe 31 Input shaft 41, 42 Valve 50 ECU (control device)
51 clutch operation determination unit 52 valve control unit 53 target value setting unit 53 'overshoot determination unit 54 adjustment flow rate determination unit 55 feedforward control unit 56 calculation unit 57 PID control unit 58 calculation unit 59 pressure estimation unit 60 duty ratio map storage unit 61 Duty ratio determining unit 62 Output unit 63 Wear amount estimating unit 64 Wear amount reflecting unit

Claims (6)

  1. 　クラッチ装置と、該クラッチ装置におけるクラッチ部材の断接を切り替え可能にするために設けられて圧力室の作動流体の量に応じて前記クラッチ部材への作用量が変化するように構成されたクラッチアクチュエータと、前記クラッチアクチュエータの圧力室の作動流体の量を調整するための少なくとも１つのバルブとを備えたクラッチシステムにおける制御装置であって、
    　クラッチ断接切替処理において前記クラッチアクチュエータの作動を制御するべく、前記少なくとも１つのバルブを制御するように構成されたバルブ制御部と、
    　前記クラッチ部材の摩耗量を見積もるように構成された摩耗量見積部と、
    　該摩耗量見積部により見積もられた摩耗量を前記バルブ制御部における制御に反映させるように構成された摩耗量反映部とを備え、
    　前記バルブ制御部は、前記クラッチ断接切替処理における同一処理において前記クラッチ装置への前記クラッチアクチュエータの作用部材の作用量が略同じになるように、前記摩耗量見積部により見積もられた摩耗量を反映させた前記少なくとも１つのバルブの制御を実行する、制御装置。     Clutch device and clutch actuator provided to enable switching between connection and disconnection of the clutch member in the clutch device, and configured to change the amount of action on the clutch member in accordance with the amount of working fluid in the pressure chamber And a control device in a clutch system comprising: at least one valve for adjusting the amount of working fluid in a pressure chamber of the clutch actuator,
    A valve control unit configured to control the at least one valve to control operation of the clutch actuator in clutch connection / disconnection switching processing;
    A wear amount estimating unit configured to estimate a wear amount of the clutch member;
    A wear amount reflecting unit configured to reflect the wear amount estimated by the wear amount estimating unit in the control in the valve control unit;
    The valve control unit has a wear amount estimated by the wear amount estimation unit so that the amount of action of the action member of the clutch actuator on the clutch device is substantially the same in the same process in the clutch connection / disconnection switching process. A control device that executes control of the at least one valve reflecting the above.
  2. 　前記クラッチ断接切替処理における同一処理とは、前記クラッチ装置を第１状態から、前記第１状態とは異なる第２状態にする処理である、請求項１に記載の制御装置。 The control apparatus according to claim 1, wherein the same process in the clutch connection / disconnection switching process is a process of changing the clutch device from a first state to a second state different from the first state.
  3. 　前記クラッチアクチュエータは、シリンダと、前記圧力室の作動流体の量に応じて移動可能に該シリンダ内に前記作用部材として設けられたピストンとを備え、
    　前記バルブ制御部は、前記クラッチ断接切替処理における同一処理において前記クラッチアクチュエータの前記ピストンのストローク変化量が略同じになるように、前記摩耗量見積部により見積もられた摩耗量を反映させた前記少なくとも１つのバルブの制御を実行する、請求項１又は２に記載の制御装置。     The clutch actuator includes a cylinder and a piston provided as the action member in the cylinder so as to be movable according to the amount of working fluid in the pressure chamber.
    The valve control unit reflects the wear amount estimated by the wear amount estimation unit so that the stroke change amount of the piston of the clutch actuator becomes substantially the same in the same processing in the clutch connection / disconnection switching processing. The control device according to claim 1, wherein control of the at least one valve is executed.
  4. 　前記摩耗量反映部は、前記バルブ制御部によるクラッチ接処理における前記少なくとも１つのバルブの制御及びクラッチ断処理における前記少なくとも１つのバルブの制御に前記摩耗量を反映させる、請求項１から３のいずれか一項に記載の制御装置。 The wear amount reflecting unit reflects the wear amount in the control of the at least one valve in the clutch engagement processing by the valve control unit and the control of the at least one valve in the clutch disengagement processing. A control device according to claim 1.
  5. 　前記クラッチアクチュエータは、シリンダと、前記圧力室の作動流体の量に応じて移動可能に該シリンダ内に前記作用部材として設けられたピストンとを備え、
    　前記摩耗量見積部は、前記ピストンのストロークを検出するためのセンサの出力に基づいて取得した前記ピストンのストローク値と基準値との比較結果に基づいて前記クラッチ部材の摩耗量を見積もり、
    　前記摩耗量反映部は、前記摩耗量見積部により見積もられた摩耗量に応じた分、前記クラッチ断接切替処理における前記クラッチアクチュエータの前記ピストンの目標初期ストローク位置をずらすように、前記摩耗量を前記バルブ制御部における前記少なくとも１つのバルブの制御に反映させる、請求項１から４のいずれか一項に記載の制御装置。     The clutch actuator includes a cylinder and a piston provided as the action member in the cylinder so as to be movable according to the amount of working fluid in the pressure chamber.
    The wear amount estimation unit estimates the wear amount of the clutch member based on a comparison result between a stroke value of the piston and a reference value acquired based on an output of a sensor for detecting the stroke of the piston,
    The wear amount reflecting unit shifts the target initial stroke position of the piston of the clutch actuator in the clutch connection / disconnection switching process by an amount corresponding to the wear amount estimated by the wear amount estimating unit. The control device according to any one of claims 1 to 4, wherein the control device reflects the control value to the control of the at least one valve in the valve control unit.
  6. 　請求項１から５のいずれか一項に記載の制御装置と、
    　前記クラッチアクチュエータの前記圧力室の作動流体の量を調整するための前記少なくとも１つのバルブとを備えた、クラッチ制御装置。     A control device according to any one of claims 1 to 5;
    A clutch control device comprising the at least one valve for adjusting the amount of working fluid in the pressure chamber of the clutch actuator.
PCT/JP2019/010529 2018-03-19 2019-03-14 Control device in clutch system and clutch control apparatus provided with control device WO2019181725A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2018-050681 2018-03-19
JP2018050681A JP6973215B2 (en) 2018-03-19 2018-03-19 A control device in a clutch system and a clutch control device equipped with the control device.

Publications (1)

Publication Number Publication Date
WO2019181725A1 true WO2019181725A1 (en) 2019-09-26

Family

ID=67986242

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2019/010529 WO2019181725A1 (en) 2018-03-19 2019-03-14 Control device in clutch system and clutch control apparatus provided with control device

Country Status (2)

Country Link
JP (1) JP6973215B2 (en)
WO (1) WO2019181725A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7407608B2 (en) * 2020-02-04 2024-01-04 株式会社エクセディ clutch release device

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5965625A (en) * 1982-10-07 1984-04-13 Isuzu Motors Ltd Control method for clutch
JPS60168921A (en) * 1984-02-13 1985-09-02 Isuzu Motors Ltd Automatic clutch control method
JPH02261931A (en) * 1989-03-31 1990-10-24 Iseki & Co Ltd Automatic transmission for agricultural working vehicle
JPH09287625A (en) * 1996-04-22 1997-11-04 Mitsubishi Motors Corp Automatic clutch device for vehicle
JP2009537752A (en) * 2006-05-13 2009-10-29 ツェットエフ、フリードリッヒスハーフェン、アクチエンゲゼルシャフト Release system with constant stroke by wear compensation
JP2010143365A (en) * 2008-12-18 2010-07-01 Nissan Motor Co Ltd Control device for hybrid vehicle

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5965625A (en) * 1982-10-07 1984-04-13 Isuzu Motors Ltd Control method for clutch
JPS60168921A (en) * 1984-02-13 1985-09-02 Isuzu Motors Ltd Automatic clutch control method
JPH02261931A (en) * 1989-03-31 1990-10-24 Iseki & Co Ltd Automatic transmission for agricultural working vehicle
JPH09287625A (en) * 1996-04-22 1997-11-04 Mitsubishi Motors Corp Automatic clutch device for vehicle
JP2009537752A (en) * 2006-05-13 2009-10-29 ツェットエフ、フリードリッヒスハーフェン、アクチエンゲゼルシャフト Release system with constant stroke by wear compensation
JP2010143365A (en) * 2008-12-18 2010-07-01 Nissan Motor Co Ltd Control device for hybrid vehicle

Also Published As

Publication number Publication date
JP2019163786A (en) 2019-09-26
JP6973215B2 (en) 2021-11-24

Similar Documents

Publication Publication Date Title
US10865839B2 (en) Clutch control device and clutch control method
JP5482633B2 (en) Automatic clutch control device for vehicle
WO2019181725A1 (en) Control device in clutch system and clutch control apparatus provided with control device
WO2019181711A1 (en) Clutch control device
JP6798202B2 (en) Clutch system
JP7052449B2 (en) A control device in a clutch system and a clutch control device equipped with the control device.
US11199230B2 (en) Clutch control device
JPH09166160A (en) Clutch control device
JPS62299445A (en) Oil pressure control device for hydraulic clutch for vehicle
JP6816464B2 (en) Clutch control device
JP2018040430A (en) Clutch control device
JPH11108081A (en) Automatic clutch control device
JPS6330528B2 (en)
JP6748527B2 (en) Hydraulic control device and control method of hydraulic control device
JP6753277B2 (en) Clutch control device
JP2018150995A (en) Clutch control device
JP2001301494A (en) Shift controller for mechanical automatic transmission
JP2018150992A (en) Clutch control device
JP2018179055A (en) Clutch control device
JPH03234925A (en) Start control device for hydraulic clutch
JP2018150993A (en) Clutch control device
EP2998605B1 (en) Method for controlling a clutch
EP1217265A1 (en) Transmission system for a motor vehicle
KR20140072782A (en) Clutch control device
JPH09158960A (en) Operating actuator control method for automatic clutch

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 19771269

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 19771269

Country of ref document: EP

Kind code of ref document: A1