JP2018189149A - Clutch control device - Google Patents

Abstract

A clutch control device capable of learning the relationship between clutch control hydraulic pressure and clutch transmission torque with high accuracy. A clutch control device for a hydraulic clutch connected to a drive source via a fluid coupling, wherein an input portion to which a torque transmission amount related value of the fluid coupling is input and an output side of the clutch are stopped. In this state, the clutch control oil pressure is controlled so as to maintain a state where the torque transmission amount related value becomes a predetermined value for a predetermined time, and the predetermined value and information related to the clutch control oil pressure for the predetermined time; And a control unit that learns the relationship between the clutch transmission oil pressure in the clutch and the clutch transmission torque. [Selection] Figure 6

Description

  The present invention relates to a clutch control device.

  2. Description of the Related Art Conventionally, a clutch control device that learns the relationship between clutch control hydraulic pressure and clutch transmission torque in a hydraulically operated clutch is known (see, for example, Patent Document 1). In Patent Document 1, the clutch control hydraulic pressure is increased, and torque transmission by the clutch is started to apply a load to the engine. On the other hand, a change in engine torque that is increased to maintain the engine speed is detected. By doing so, the relationship between the clutch control hydraulic pressure and the clutch transmission torque is learned.

JP, 2006-217439, A

  In the clutch control device described in Patent Document 1, the engine torque is controlled while increasing the clutch control hydraulic pressure, and the relationship between the clutch control hydraulic pressure and the clutch transmission torque is learned. For this reason, there is a case where the relationship between the clutch control hydraulic pressure and the clutch transmission torque varies due to the influence of an instantaneous error, and there is a problem that learning accuracy is lowered.

  An object of the present invention is to provide a clutch control device that can learn the relationship between the clutch control hydraulic pressure and the clutch transmission torque with high accuracy.

  The clutch control device according to the present invention is a clutch control device for a hydraulic clutch connected to a drive source via a fluid coupling, and an input unit to which a torque transmission amount related value of the fluid coupling is input, and the clutch The clutch control oil pressure is controlled so that the state where the torque transmission amount related value becomes a predetermined value is maintained for a predetermined time in a state where the output side is stopped, and the predetermined value and the clutch control oil pressure for the predetermined time are controlled. And a control unit that learns a relationship between information related to clutch control hydraulic pressure in the clutch and clutch transmission torque based on the related information.

  The clutch control device according to the present invention can learn the relationship between the clutch control hydraulic pressure and the clutch transmission torque with high accuracy.

Skeleton diagram showing the overall configuration of a vehicle equipped with a clutch control device according to the present invention Block diagram showing control device and peripheral components Characteristic map showing the relationship between linear solenoid drive current and clutch control hydraulic pressure The figure which shows an example of the relationship between control hydraulic pressure and clutch transmission torque Flow chart showing the overall flow of the learning process Flow chart showing the flow of learning process The figure which shows an example of the relationship between the speed ratio and the capacity coefficient in a fluid coupling The figure which shows an example of transition of each parameter in learning processing

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In addition, embodiment described below is an example and this invention is not limited by this embodiment.

  First, an overall configuration of the vehicle 1 according to the present embodiment will be described with reference to FIG.

  The vehicle 1 includes a drive source 10, a fluid coupling 20, and a dual clutch transmission (DCT) 2 including a first clutch 30, a second clutch 40, and a transmission unit 50. The drive wheels are connected to the output side of the DCT 2 through a propeller shaft, a differential, and a drive shaft (not shown) so that power can be transmitted.

  The drive source 10 is, for example, a diesel engine. The drive source 10 may be a gasoline engine, an electric motor, or the like. In the present embodiment, description will be made assuming that the drive source 10 is a diesel engine. In the following description, the drive source 10 may be referred to as the engine 10.

  The output rotation speed (hereinafter referred to as “rotation speed NE”) and output torque of the engine 10 are controlled based on the accelerator opening degree Acc of the accelerator pedal detected by the accelerator opening degree sensor 101. An engine speed sensor 102 that detects the speed NE of the engine 10 is provided on the output shaft 11 of the engine 10.

  The fluid coupling 20 includes a pump 21 connected to the output shaft 11 of the engine 10, a turbine 22 disposed opposite to the pump 21, connected to the input side of the first clutch 30 and the second clutch 40, and the pump 21. And a lockup clutch 23 that directly connects the turbine 22 and the turbine 22.

  The fluid coupling 20 is used when the vehicle 1 is started. When the vehicle 1 is not started, the pump 21 and the turbine 22 are directly connected by the lockup clutch 23. The turbine shaft 24 of the fluid coupling 20 is provided with a turbine rotational speed sensor 103 that detects the rotational speed NT of the turbine 22.

  The first clutch 30 is a hydraulically operated wet multi-plate clutch having a plurality of input side clutch plates 31 and a plurality of output side clutch plates 32. The input side clutch plate 31 rotates integrally with the turbine shaft 24 of the fluid coupling 20. The output side clutch plate 32 rotates integrally with the first input shaft 51 of the transmission unit 50.

  The first clutch 30 is urged in the disconnecting direction by a return spring (not shown), and the piston 33 moves by supplying the control oil pressure to the hydraulic oil chamber of the piston 33, so that the input side clutch plate 31 and the output are output. The side clutch plate 32 is brought into contact by pressure contact. When the first clutch 30 is engaged, the power of the engine 10 is transmitted to the first input shaft 51. Connection / disconnection of the first clutch 30 is controlled by the control device 3.

  The second clutch 40 is provided on the inner peripheral side of the first clutch 30. In the present embodiment, the second clutch 40 is described as an example provided on the inner peripheral side of the first clutch 30, but the arrangement relationship between the first clutch 30 and the second clutch 40 is described here. It is not limited to. Specifically, for example, the second clutch 40 may be disposed on the outer peripheral side, the front side, or the rear side of the first clutch 30. The second clutch 40 is a hydraulically operated wet multi-plate clutch having a plurality of input side clutch plates 41 and a plurality of output side clutch plates 42. The input side clutch plate 41 rotates integrally with the turbine shaft 24 of the fluid coupling 20. The output side clutch plate 42 rotates integrally with the second input shaft 52 of the transmission unit 50.

  The second clutch 40 is urged in the disconnection direction by a return spring (not shown), and the piston 43 moves when the control hydraulic pressure is supplied to the hydraulic oil chamber of the piston 43, so that the input side clutch plate 41 and the output are output. The side clutch plate 42 is brought into contact by pressure contact. When the second clutch 40 is engaged, the power of the engine 10 is transmitted to the second input shaft 52. Connection / disconnection of the second clutch 40 is controlled by the control device 3.

  The transmission unit 50 includes a first input shaft 51 connected to the output side of the first clutch 30 and a second input shaft 52 connected to the output side of the second clutch 40. The transmission unit 50 includes a sub shaft 53 disposed in parallel with the first input shaft 51 and the second input shaft 52, and an output shaft 54 disposed coaxially with the first input shaft 51 and the second input shaft 52. And. A vehicle speed sensor 104 that detects the speed V of the vehicle 1 is provided on the rear end side of the output shaft 54.

  The first input shaft 51 is a cylindrical shaft, and is provided so as to be rotatable relative to the second input shaft 52 so as to surround the second input shaft 52. A first input gear 61 a is fixed to the first input shaft 51. The first input gear 61 a meshes with a first sub gear 63 a fixed to the sub shaft 53.

  The second input shaft 52 extends backward through the first input shaft 51. A second input gear 62 a is fixed to the second input shaft 52. The second input gear 62 a meshes with a second sub gear 63 b that is fixed to the sub shaft 53. In this embodiment, the first clutch 30 and the first input shaft 51 are described as an example on the outer peripheral side, and the second clutch 40 and the second input shaft 52 are provided on the inner peripheral side. However, the present invention is not limited to this. Specifically, for example, the first clutch 30 and the first input shaft 51 may be disposed on the inner peripheral side, and the second clutch 40 and the second input shaft 52 may be disposed on the outer peripheral side.

  The output shaft 54 is provided with a first output gear 64 a that meshes with a third auxiliary gear 63 c fixed to the auxiliary shaft 53 so as to be rotatable relative to the output shaft 54. The output shaft 54 is provided with a second output gear 64 b that meshes with a fourth sub gear 63 d fixed to the sub shaft 53 so as to be rotatable relative to the output shaft 54.

  The output shaft 54 is provided with a third output gear 64 c that meshes with a fifth sub gear 63 e fixed to the sub shaft 53 so as to be rotatable relative to the output shaft 54. The output shaft 54 is provided with a fourth output gear 64 d that meshes with a sixth sub gear 63 f fixed to the sub shaft 53 so as to be rotatable relative to the output shaft 54. The fourth output gear 64d corresponds to a “high speed gear” (described later) in the present invention.

  The output shaft 54 is provided with a first coupling mechanism 71. The first coupling mechanism 71 selectively moves the first output gear 64a and the second output gear 64b from the output shaft 54 by moving the sleeve 71a in the axial direction (left-right direction in FIG. 1) by a gear shift actuator (not shown). Rotate together.

  The output shaft 54 is provided with a second coupling mechanism 72. The second coupling mechanism 72 selectively rotates the third output gear 64c and the fourth output gear 64d integrally with the output shaft 54 by moving the sleeve 72a in the axial direction by a gear shift actuator (not shown).

  The control device 3 determines the shift stage of the DCT 2 based on the accelerator opening Acc, the vehicle speed V, etc., and controls the engine 10, the first clutch 30 connection / disconnection control, the second clutch 40 connection / disconnection control, Various controls such as a shift control of the unit 50 are performed.

  Next, the control device 3 and peripheral components will be described with reference to FIG.

  The control device 3 receives a signal from the accelerator opening sensor 101 that detects the accelerator opening Acc and a signal from the vehicle speed sensor 104 that detects the vehicle speed V. Further, the control device 3 includes a signal from the engine speed sensor 102 that detects the speed NE of the engine 10 and a signal from the turbine speed sensor 103 that detects the speed NT of the turbine 22 of the fluid coupling 20. Entered. The rotational speed NE corresponds to “the rotational speed on the input side of the fluid coupling” in the present invention, and the rotational speed NT corresponds to “the rotational speed on the output side of the fluid coupling”.

  The control device 3 includes a storage unit 3a and a transmission torque learning unit 3b as functional elements. In the present embodiment, the storage unit 3a and the transmission torque learning unit 3b are described as being included in the control device 3. However, the storage unit 3a and the transmission torque learning unit 3b are hardware separate from the control device 3. It can also be provided on the wear.

  The storage unit 3a stores various types of information regarding the shift control. The control device 3 determines the gear position based on the signals from the accelerator opening sensor 101 and the vehicle speed sensor 104 and various information stored in the storage unit 3a, and the first gear position is set so as to realize the gear position. Control signals are output to the clutch 30, the second clutch 40 and the transmission unit 50.

  The control device 3 adjusts the transmission torque of the first clutch 30 by controlling the control hydraulic pressure supplied to the hydraulic oil chamber of the piston 33 of the first clutch 30 by a linear solenoid (not shown). Further, the control device 3 adjusts the transmission torque of the second clutch 40 by controlling the control hydraulic pressure supplied to the hydraulic oil chamber of the piston 43 of the second clutch 40 by a linear solenoid (not shown).

  A relationship as shown in the characteristic map of FIG. 3 exists between the drive current of the linear solenoid and the control hydraulic pressure. The storage unit 3a stores a characteristic map shown in FIG. Such a characteristic map is obtained by experiments.

Further, the relationship between the control hydraulic pressure and the clutch transmission torque is defined as a primary line format shown in the following equation (1). The gain value and the offset value in Expression (1) will be described later.
Clutch transmission torque = gain value x control oil pressure + offset value (1)

  The control device 3 calculates a control hydraulic pressure that provides a desired clutch transmission torque based on the above equation (1). Further, the control device 3 refers to the characteristic map shown in FIG. 3 to calculate the drive current of the linear solenoid corresponding to the control hydraulic pressure at which a desired clutch transmission torque is obtained. And the control apparatus 3 controls the drive current of a linear solenoid, in order to obtain a desired clutch transmission torque.

The storage unit 3a, a plurality of drive currents (e.g., a first drive current I ₁ and the second driving current I ₂₎ and a plurality of clutch transmission torque obtained by applying a plurality of drive currents (e.g. , the combination of the first clutch transmission torque T ₁ and the second clutch transmission torque T ₂₎ is stored. For example, (I ₁ , T ₁ ) and (I ₁ , T ₂ ) are stored in the storage unit 3a.

The control device 3 obtains the control hydraulic pressure corresponding to the drive current and the clutch transmission torque corresponding to the control hydraulic pressure from the drive current stored in the storage unit 3a and the clutch transmission torque obtained by applying the drive current. calculate. For example, the control device 3 calculates (P ₁ , T ₁ ) and (P ₂ , T ₂ ).

Subsequently, the control device 3 determines Equation (1) using a plurality of control oil pressures and clutch transmission torque corresponding to the control oil pressures. For example, the control unit _3, from _(P 1, _{T 1)} and _(P 2, _{T 2),} to determine the equation (1). Specifically, the gain value and the offset value in Expression (1) are determined.

  In this way, the control device 3 calculates the formula (1) from the combination of the plurality of drive currents stored in the storage unit 3a and the plurality of clutch transmission torques obtained by applying the plurality of drive currents. And a drive current for obtaining a desired clutch transmission torque is calculated using equation (1).

  In the present embodiment, the transmission torque learning unit 3b learns the driving current of each linear solenoid and the clutch transmission torque obtained by applying the driving current. And it is comprised so that the drive current and clutch transmission torque which are memorize | stored in the memory | storage part 3a may be rewritten (updated) by the new drive current and clutch transmission torque which were obtained by learning.

  In the following description, learning the combination of the drive current and the clutch transmission torque obtained by applying the drive current is referred to as “learning the relationship between the drive current and the clutch transmission torque”. is there.

  Next, a specific procedure for learning the relationship between the drive current of the linear solenoid and the clutch transmission torque will be described with reference to the flowchart of FIG. The process of FIG. 5 is executed at a predetermined control cycle when the engine 10 is in operation and the vehicle 1 is stopped, for example.

  First, in step S1, the control device 3 determines whether or not a learning start condition is satisfied. This determination can be made, for example, by detecting a shift position, a vehicle speed, and an occupant learning operation. Specifically, for example, when the shift position is in the parking position, the vehicle speed V is zero, and the learning start switch provided in the driver's seat is on, it is determined that the learning start condition is satisfied. it can.

  In this embodiment, the shift position, the vehicle speed, and the occupant learning operation are constantly monitored even during the execution of the following steps, and when the driver's intention to start is detected (for example, the shift If the position is other than the parking position), the learning process is immediately terminated.

  If the learning start condition is not satisfied (step S1: NO), the process of step S1 is repeated. On the other hand, when the learning start condition is satisfied (step S1: YES), the process proceeds to step S2.

  In step S <b> 2, the control device 3 causes the transmission unit 50 to engage the high speed gear stage. Thereby, the output side of the 1st clutch 30 and the 2nd clutch 40 is fixed. The gearing is performed at a high gear stage because the torque transmitted to the output shaft 54 is made as small as possible when the torque from the drive source 10 is transmitted to the transmission unit 50. This is to surely prevent popping out. At this time, since the shift position is in the parking position, both the first clutch 30 and the second clutch 40 are released.

  In subsequent step S3, the control device 3 determines whether or not gearing to the high-speed gear stage is completed. Determination of completion of gear engagement can be made by detecting the position of the shift actuator, for example.

  If the gear engagement is not completed (step S3: NO), the process of step S3 is repeated. On the other hand, when the gear engagement is completed (step S3: YES), the process proceeds to step S4.

In step S4, controller 3 sets a first objective value _{T 11} of the first clutch 30. The learning target value is a clutch transmission torque at which learning is performed, and can take any value from zero to a maximum learnable torque (= allowable torque of the transmission unit 50).

In step S5, the controller 3 performs the learning of the first learned target value T ₁₁ was set at step S4. Details of the learning process will be described later.

In step S6, the control device 3 sets a second objective value _{T 12} of the first clutch 30. The second objective value T _12, different values are set to the first objective value T ₁₁ set in step S4. In subsequent step S7, the control unit 3 performs the learning of the second learned target value T ₁₂ was set in step S6.

In step S8, the control device 3 sets a first objective value _{T 21} of the second clutch 40. In the present embodiment, as a first objective value T ₂₁ of the second clutch 40, the same value is set to the first objective value T ₁₁ of the first clutch 30 has been set in step S4. In step S9, the controller 3 performs the learning of the first learned target value T ₂₁ was set in step S8.

In step S10, the control device 3 sets a second objective value _{T 22} of the second clutch 40. In the present embodiment, as the second objective value T ₂₂ of the second clutch 40, the same value is set as the second objective value T ₂₁ of the first clutch 30 has been set in step S6. In step S11, the control unit 3 performs the learning of the second learned target value _{T 22} was set in step S10.

  In subsequent step S12, the control device 3 stores the results learned in steps S5, S7, S9, and S11 in the storage unit 3a. Specifically, the control device 3 updates the drive current and the clutch transmission torque at each learning target value of each clutch by overwriting the drive current and the clutch transmission torque stored in the storage unit 3a.

  Next, the learning process performed in steps S5, S7, S9, and S11 will be described in detail with reference to FIG.

When the learning process starts, first, in step S21, the control device 3 instructs the engine 10 to idle up. The target engine speed NE _{n for} idling up is determined as follows.

  The storage unit 3a represents the relationship between the speed ratio e of the fluid coupling 20 (ratio of the rotation speed NT of the turbine 22 to the rotation speed of the pump 21 (= engine rotation speed NE)) and the capacity coefficient c of the fluid coupling 20. A map is stored. This relationship is a specified value determined for each fluid coupling. FIG. 7 shows an example of a map representing the relationship between the speed ratio e and the capacity coefficient c in the fluid coupling.

Further, the torque transmission amount Tt (that is, turbine torque) of the fluid coupling 20 is obtained by the following equation (2) using the capacity coefficient c and the engine speed NE.
Tt = c · NE ² (2)

  In a state where the output side of the clutch is stopped, the torque transmission amount Tt of the fluid coupling 20 is equal to the clutch transmission torque Tcl of the clutch (Tcl = Tt). Therefore, the clutch transmission torque Tcl can be obtained from the engine speed NE and the turbine speed NT.

Conversely, when the learning target value T _n in the learning process is determined, the combination of the turbine speed NT _n and the engine speed NE _n for obtaining the learning target value T _n is determined.

  Here, the slip region of the clutch includes a slip region where the dynamic friction state can be stably maintained, and a slip region where dynamic friction and static friction are mixed and the friction state is not stable. Also, the amount of heat generated varies depending on the slip mode.

As described above, in the present embodiment, the first clutch 30 performs a learning process by the first objective value _{T 11} and the second objective value _{T 12,} the second clutch 40 and the first objective value _{T 21} second carry out the learning process in the learning target value _{T 22.} That is, a plurality of learning processes are performed for each of the plurality of clutches.

  In the present embodiment, the same turbine speed NT is used in all learning processes. Therefore, in all learning processes, an optimal combination of the turbine speed NT and the engine speed NE that can detect the turbine speed NT stably and reduce the amount of heat generated by clutch slip is obtained in advance by experiments. Keep it.

Then, the control device 3 determines the corresponding engine speed NE _n from the learning target value T _n to be learned and the turbine speed NT _n and gives the engine 10 the engine speed NE _{n so as} to realize the engine speed NE _n. Instruct to idle up.

In step S22, the control unit 3 determines whether stable or not the engine rotational speed NE _n the engine speed NE and the target. Whether the engine speed NE is stable can be determined, for example, by the fluctuation of the engine speed NE within a predetermined period being within a predetermined range.

If the engine speed NE is NE _n and not stable (step S22: NO), the process of step S22 is repeated. On the other hand, if the engine speed NE is stable at NE _n (step S22: YES), the process proceeds to step S23.

In step S23, the control device 3 causes the clutch transmission torque to reach the learning target value T _n in a predetermined time based on the relationship between the drive current stored in the storage unit 3a and the clutch transmission torque at the learning start time. The drive current is increased at a constant rate (hereinafter referred to as “sweep control”).

  Specifically, the control device 3 first responds to the drive current from the plurality of drive currents stored in the storage unit 3a at the start of learning and the clutch transmission torque obtained by applying the drive current. A control oil pressure and a clutch transmission torque corresponding to the control oil pressure are calculated.

Subsequently, the control device 3 determines the above equation (1) using a plurality of control oil pressures and clutch transmission torques corresponding to the control oil pressures. Further, the control device 3 calculates a control oil pressure corresponding to the learning target value T _n based on the determined equation (1).

Further, the control unit 3, the characteristic map of the drive current and the control hydraulic pressure, and calculates the driving current for obtaining the objective value T _n. Then, the control device 3, such that the clutch transmission torque reaches the objective value T _n for a predetermined time, controls the drive current.

  By performing the sweep control, the clutch transmission torque is increased. Further, as the clutch transmission torque increases, the rotational speed NT of the turbine 22 decreases.

In subsequent step S24, the control device 3 determines whether or not the drive current is _{equal to} or greater than the current threshold Ion. Note that the current threshold I _on is a drive current corresponding to the learning target value T _n stored in the storage unit 3a at the learning start time.

If the drive current is greater than or equal to the current threshold I _on (step S24: YES), the process proceeds to step S26. On the other hand, if the drive current is not equal to or greater than the current threshold value I _on , that is, less than the current threshold value I _on (step S24: NO), the process proceeds to step S25.

In step S25, the control unit 3 determines whether or not the rotational speed NT of the turbine 22 is equal to or less than the threshold value NT _S. The threshold value NT _S is a value slightly larger than the rotational speed NT _n of the turbine 22 corresponding to the learning target value T _n stored in the storage unit 3a at the start of learning.

  When the rotational speed NT of the turbine 22 is equal to or less than the threshold value (step S25: YES), the process proceeds to step S26. On the other hand, when the rotational speed NT of the turbine 22 is not less than or equal to the threshold value, that is, greater than the threshold value (step S25: NO), the process returns to step S24.

Step S24 and step S25 described above, the clutch transmission torque, whether reaches a value slightly smaller than the objective value T _n, is to determine with two different parameters.

Incidentally, the clutch in a state in step S25, the threshold value NT _S, was a slightly larger value than the rotational speed NT _n of the turbine 22, corresponding to the learning target value T _n is that by increasing the drive current at a constant rate of This is to reliably prevent the transmission torque will reach the objective value T _n.

In step S26, the control device 3, so that the rotational speed NT _n of the turbine 22 speed NT of the turbine 22 corresponds to the learning target value _{T n,} the drive current feedback control (specifically, PI control) To do. The drive current may be PID controlled.

When the rotational speed NT of the turbine 22 is converged to NT _n, in the following step S27, the control unit 3, the rotational speed NT of the turbine 22 determines whether or not a predetermined time _{t g} after converged to NT _n has elapsed . The predetermined time _tg is determined in advance by experiments or the like.

If the rotational speed NT of the turbine 22 from converged to NT _n, the predetermined time _{t g} has not elapsed (step S27: NO), repeats the processing in step S27. On the other hand, when the rotation speed NT of the turbine 22 from converged to NT _n, the predetermined time _{t g} has elapsed (step S27: YES), the process proceeds to step S28.

In step S28, the control unit 3 obtains the average value of the driving current at a predetermined time t _g, and stores this value as a current value I _n corresponding to the learning target value T _n.

Next, an example of transition of each parameter in the learning process will be described with reference to the time chart of FIG. FIG. 8 shows a case where the switching from the sweep control to the feedback control is performed when the drive current becomes equal to or greater than the current threshold _Io . In the time chart showing the transition of the engine speed NE and the turbine speed NT in FIG. 8, the solid line indicates the engine speed NE, and the broken line indicates the turbine speed NT.

At time t ₁ , the engine 10 is started to idle up, and the engine speed NE is increased toward NE ₁ .

When the engine speed NE is stabilized at NE _1, by time t _2, the sweep control of the drive current is started, drive current is increased at a constant rate towards the I _o1. The turbine rotational speed NT starts to decrease slightly after the drive current increases. As the turbine speed NT decreases, the clutch transmission torque Tcl increases.

At time t _3, the drive current to reach the current threshold I _o1 (Note that in this time t _3, the turbine speed NT is greater than the threshold value NT _s), the switching from the sweep control to the feedback control is performed. Then, after this, the turbine speed NT to be NT _n, the drive current is feedback controlled.

At time t _4, when the turbine speed NT converges to NT _n (this time, the clutch transmission torque has converged to the learning target value T _1), the feedback control is continued until time t _5. The controller 3 detects the driving current from time t ₄ to time t _5, the average value is stored in the storage unit 3a as a current value I ₁ corresponding to the objective value T _1.

At time t _5, the drive current is zero, the clutch is a cross-sectional, idle-up towards the rotational speed NE ₂ of the engine 10 is started. At this time, the turbine speed NT increases from NT _n to NE ₂ .

When the engine speed NE is stabilized at NE ₂ , the drive current sweep control is started at time t ₆ , and the drive current is increased at a constant rate toward I _o2 . The turbine rotational speed NT starts to decrease slightly after the drive current increases. As the turbine speed NT decreases, the clutch transmission torque Tcl increases.

At time t _7, the drive current to reach the current threshold I _o2 (Note that in this time t _7, the turbine speed NT is greater than the threshold value NT _s), the switching from the sweep control to the feedback control is performed. Then, after this, the turbine speed NT to be NT _n, the drive current is feedback controlled.

At time t _8, the turbine speed NT converges to NT _n (this time, the clutch transmission torque has converged to the learning target value T _2), the feedback control is continued until time t _9. The controller 3 detects the driving current from time t ₈ to time t _9, the average value is stored in the storage unit 3a as a current value I ₂ corresponding to the objective value T _2.

Note that when switching from the sweep control to the feedback control is performed when the turbine rotational speed NT is equal to or less than the threshold NT _s , the switching from the sweep control to the feedback control is different from the example shown in FIG. Is similar to the example shown in FIG.

  As described above, according to the clutch control device according to the present embodiment, a hydraulic coupling is connected to a drive source via a fluid coupling, and the fluid coupling is set to a predetermined state with the output side of the clutch stopped. The drive current of the linear solenoid that controls the hydraulic pressure of the clutch is controlled so that the speed ratio is maintained for a predetermined time. Then, the relationship between the drive current and the clutch transmission torque is learned based on the speed ratio maintained for a predetermined time and the average value of the drive current during the predetermined time.

  Thereby, when learning the relationship between the drive current of the linear solenoid that controls the hydraulic pressure of the clutch and the speed ratio of the fluid coupling, it is possible to suppress the occurrence of variation due to the influence of an instantaneous error. Therefore, it becomes possible to learn the relationship between the control hydraulic pressure and the clutch transmission torque with high accuracy.

  Further, since the relationship between the drive current and the clutch transmission torque can be learned in a state where slippage is generated not only in the clutch but also in the fluid coupling, the clutch control hydraulic pressure and the frictional heat generated in the clutch are suppressed. It becomes possible to learn the relationship with the clutch transmission torque.

  Further, according to the clutch control device of the present embodiment, when learning, the drive current of the linear solenoid that controls the hydraulic pressure of the clutch is changed at a constant rate, and then the speed ratio of the fluid coupling becomes a predetermined speed ratio. Thus, the drive current is feedback controlled.

  Thereby, the speed ratio of the fluid coupling can be quickly brought close to the target value. Further, by switching to feedback control from the middle, the speed ratio of the fluid coupling can be made to coincide with the target value with high accuracy. Therefore, it is possible to reduce the time required for learning and improve accuracy.

  Moreover, according to the clutch control apparatus which concerns on this embodiment, it learns by two points, a 1st learning target value and a 2nd learning target value.

  Thus, the relationship between the clutch control hydraulic pressure and the clutch transmission torque can be learned only by performing learning at two points. Note that learning may be performed with more than two learning target values.

  In the above-described embodiment, the configuration in which the fluid coupling with a lock-up clutch is interposed between the drive source and the clutch has been described as an example, but the present invention is not limited to this. Specifically, for example, the lock-up clutch may be omitted. Further, a torque converter may be used instead of the fluid coupling. The term “fluid coupling” of the present invention is used in a broad sense to indicate a hydrodynamic transmission device including a fluid coupling and a torque converter.

  Further, in the above-described embodiment, the description has been given by taking the example including the DCT having the first clutch and the second clutch, but the present invention is not limited to this, and a fluid coupling is interposed between the drive source and the clutch. Just do it. Specifically, for example, an automatic mechanical transmission (AMT) may be used. Furthermore, an automatic transmission (AT) or a continuously variable transmission (CVT) may be used.

  The clutch control device of the present invention is suitably used for a clutch that is provided between a drive source and a transmission and that connects and disconnects transmission of driving force from the drive source to the transmission.

1 Vehicle 2 DCT
3 Control device 10 Drive source (engine)
DESCRIPTION OF SYMBOLS 11 Output shaft 20 Fluid coupling 21 Pump 22 Turbine 23 Lockup clutch 24 Turbine shaft 30 1st clutch 31 Input side clutch plate 32 Output side clutch plate 33 Piston 40 Second clutch 41 Input side clutch plate 42 Output side clutch plate 43 Piston 50 Transmission section 51 First input shaft 52 Second input shaft 53 Sub shaft 54 Output shaft 61a First input gear 62a Second input gear 63a First sub gear 63b Second sub gear 63c Third sub gear 63d Fourth sub gear 63e Fourth sub gear 63e 5 sub gear 63f 6th sub gear 64a 1st output gear 64b 2nd output gear 64c 3rd output gear 64d 4th output gear 71 1st connection mechanism 71a Sleeve 72 2nd connection mechanism 72a Sleeve 101 Accelerator opening degree sensor 102 Engine rotation Number sensor 103 Turbine rotation speed sensor 1 04 Vehicle speed sensor

Claims (4)

A clutch control device for a hydraulic clutch connected to a drive source via a fluid coupling,
An input unit for inputting a torque transmission amount related value of the fluid coupling;
Controlling the clutch control hydraulic pressure so as to maintain a state where the torque transmission amount related value becomes a predetermined value for a predetermined time while the output side of the clutch is stopped;
A controller that learns a relationship between information related to the clutch control oil pressure in the clutch and clutch transmission torque based on the predetermined value and information related to the clutch control oil pressure for the predetermined time;
Clutch control device. The control unit controls the clutch control hydraulic pressure by a drive current of a linear solenoid, and increases the drive current at a constant rate in a state where the output side of the clutch is stopped, and then the torque transmission amount related value Feedback control of the drive current so that becomes the predetermined value,
The clutch control device according to claim 1. The control unit includes a first torque transmission amount related value corresponding to the first drive current and the first drive current, and a second torque transmission corresponding to the second drive current and the second drive current. Memorize quantity related values,
The clutch control device according to claim 2. The torque transmission amount related value is the rotational speed on the input side and output side of the fluid coupling,
The clutch control device according to any one of claims 1 to 3.

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