JP2018189152A - 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 dual clutch transmission that selectively transmits power from a drive source to an output shaft via a first or second friction clutch, and a value related to clutch transmission torque is input. And learning the relationship between the clutch transmission torque and the information related to the clutch control oil pressure in at least one of the first and second friction clutches using two different learning methods. And a control unit that corrects the obtained relationship based on the relationship obtained by the other learning. [Selection] Figure 8

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 disposed between an engine and a transmission is known (see, for example, Patent Document 1). .

JP, 2006-217439, A

  The relationship between the clutch control hydraulic pressure and the clutch transmission torque in the hydraulically operated clutch disposed between the engine and the transmission greatly affects the running performance and feeling. Therefore, it is desired to learn the relationship between the clutch control hydraulic pressure and the clutch transmission torque with high accuracy.

  An object of the present invention is to provide 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 according to the present invention is a clutch control device for a dual clutch transmission that selectively transmits power from a drive source to an output shaft via a first or second friction clutch, and relates to clutch transmission torque. And learning the relationship between the input part to which the value to be input and the clutch transmission torque and the information related to the clutch control oil pressure in at least one of the first and second friction clutches by two different learning methods, A control unit that corrects the relationship obtained by one learning based on the relationship obtained by the other learning.

  According to the clutch control device of the present invention, the relationship between the clutch control hydraulic pressure and the clutch transmission torque can be learned 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 flow of initial learning Flow chart showing learning process of initial learning The figure which shows an example of the relationship between the speed ratio and the capacity coefficient in a fluid coupling Flow chart showing the flow of regular learning Flow chart showing learning process for constant learning

  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 speed of the engine 10 (hereinafter referred to as “engine speed NE”) and the output torque (hereinafter referred to as “engine torque TE”) are determined by the accelerator opening sensor 101 and the accelerator opening Acc of the accelerator pedal. Controlled based on An engine speed sensor 102 for detecting the engine speed NE 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 rotation speed sensor 103 that detects the rotation speed of the turbine 22 (hereinafter referred to as “turbine rotation speed NT”).

  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. In addition, the transmission unit 50 includes a counter shaft 53 disposed in parallel with the first input shaft 51 and the second input shaft 52. On the rear end side of the countershaft 53, a countershaft rotation speed sensor 104 that detects the rotation speed of the subshaft 53 (hereinafter referred to as “subshaft rotation speed NC”) is provided. The transmission unit 50 includes an output shaft 54 that is arranged coaxially with the first input shaft 51 and the second input shaft 52. A vehicle speed sensor 105 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 speed of the DCT 2 based on the accelerator opening degree Acc, the vehicle speed V, etc., and controls the engine 10, connection / disconnection control of the lockup clutch 23, connection / disconnection control of the first clutch 30, Various controls such as connection / disconnection control of the two-clutch 40 and shift control of the transmission 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 105 that detects the vehicle speed V. Further, the control device 3 detects a signal from the engine speed sensor 102 that detects the engine speed NE, a signal from the turbine speed sensor 103 that detects the turbine speed NT, and a countershaft speed NC. A signal from the countershaft rotation speed sensor 104 is input. The engine rotational speed NE corresponds to “the rotational speed on the input side of the fluid coupling” in the present invention, and the turbine 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 105 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.

  Here, the contents of learning performed in the transmission torque learning unit 3b will be described. In this embodiment, the relationship between the driving current of the linear solenoid and the clutch transmission torque is learned using two types of methods, “initial learning” and “always learning”.

  Then, the control device 3 uses the relationship between the linear solenoid drive current and the clutch transmission torque obtained by the initial learning, and the relationship between the linear solenoid drive current and the clutch transmission torque obtained by the constant learning. The relationship between the control hydraulic pressure and the clutch transmission torque is corrected.

  First, the contents of the initial learning will be described with reference to the flowchart of FIG. In the initial learning, the relationship between the drive current of the linear solenoid and the clutch transmission torque is learned using the torque transmission amount of the fluid coupling 20 interposed between the engine 10 and the first clutch 30 and the second clutch 40.

  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.

  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. 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, so that the vehicle during initial learning This is to reliably prevent the jumping out of 1. 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 for initial learning, and can take an arbitrary 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.

  In the storage unit 3a, the relationship between the speed ratio e of the fluid coupling 20 (ratio of the turbine rotational speed NT of the turbine 22 to the rotational speed of the pump 21 (= engine rotational speed NE)) and the capacity coefficient c of the fluid coupling 20 is shown. A map to represent is stored. This relationship is a predetermined 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 T _t (that is, the turbine torque) of the fluid coupling 20 is obtained by the following equation (1.1) using the capacity coefficient c and the engine speed NE.
T _t = c · NE ² (1.1)

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

Conversely, once the learning target value T _n and turbine speed NT _n in the learning process, so that the engine speed NE _n is determined. Therefore, the control device 3 determines the target rotational speed NE _n of the engine 10 based on the learning target value T _n and the turbine rotational speed NT _n .

In step S22, the control unit 3 controls the drive current to match the torque transmission amount of the fluid coupling 20 (i.e. clutch transmission torque) to the objective value T _n.

Specifically, the drive current is controlled so that the rotational speed of the turbine 22 coincides with the turbine rotational speed NT _n corresponding to the learning target value T _n . When the torque transmission amount of the fluid coupling 20 reaches the objective value T _n (When turned speed ratio speed ratio e of the fluid coupling 20 corresponds to the learning target value T _n), and stores the driving current I _n of the time (Step S23).

  Next, constant learning will be described. In the constant learning, the second clutch 40 is completely engaged while the power transmission from the engine 10 to the wheels is interrupted, and the first clutch 30 is slip-engaged to generate power circulation, whereby the first clutch The relationship between the drive current of the linear solenoid at 30 and the clutch transmission torque is learned.

  Further, in the state where the power transmission from the engine 10 to the wheels is interrupted, the first clutch 30 is completely engaged, and the second clutch 40 is slip-engaged to generate power circulation, whereby the second clutch 40 Learn the relationship between linear solenoid drive current and clutch transmission torque.

  When learning the relationship between the driving current of the linear solenoid and the clutch transmission torque for the first clutch 30, the power transmission from the auxiliary shaft 53 to the output shaft 54 is cut off and the second clutch 40 is completely engaged. . The engagement force in the fully engaged state of the second clutch 40 is set to a large engagement force that can maintain the fully engaged state of the second clutch 40 even when the first clutch 30 is slip-engaged.

  When the second clutch 40 is engaged, the driving force from the engine 10 is transmitted from the second input shaft 52 → the second input gear 62a → the second auxiliary gear 63b, and further, the first auxiliary gear 63a → the first input gear 61a. → Transmitted to the first input shaft 51 to rotate the output side clutch plate 32 of the first clutch 30.

  Subsequently, in this state, the first clutch 30 is slip-engaged while controlling the engine 10 so that the engine speed NE is constant. When the first clutch 30 is slip-engaged, torque transmitted from the engine 10 via the second clutch 40 circulates from the first clutch 30 to the engine 10 (that is, power circulation occurs).

When the sum of the transmission torque of the first clutch 30 and second clutch 40 in this state and _{T clt, T clt} includes a transmission torque _{T cl1} in the first clutch 30, a transmission torque _{T cl2} in the second clutch 40 Can be expressed by the following formula (2.1).
_{T clt = T cl1 + T cl2} ··· (2.1)

  Here, the gear ratio between the first input gear 61a and the first auxiliary gear 63a is R1 (when the number of teeth of the first input gear 61a is Z1 and the number of teeth of the first auxiliary gear 63a is Z2, R1 = Z2 / Z1). Further, the gear ratio between the second input gear 62a and the second auxiliary gear 63b is R2 (when the number of teeth of the second input gear 62a is Z3 and the number of teeth of the second auxiliary gear 63b is Z4, R2 = Z4 / Z3).

The ratio of R2 to R1 When R (R = R1 / R2) , in the state in which the power circulation occurs, the transmission torque _{T cl1} in the first clutch 30, between the transmission torque _{T cl2} in the second clutch 40 In addition, the following equation (2.2) holds.
_{T cl1 = -T cl2 / R ···} (2.2)

Here, T _clt is equal to an increase “ΔTE” of the output torque TE of the engine 10 that is increased to maintain the engine speed NE. Therefore, the above equation (2.1) and (2.2), using a Delta] TE, the transmission torque _{T cl1} in the first clutch 30 can be expressed by the following equation (2.3).
_{T cl1 = ΔTE / (R-} 1) ··· (2.3)

  When learning the relationship between the driving current of the linear solenoid and the clutch transmission torque for the second clutch 40, the power transmission from the auxiliary shaft 53 to the output shaft 54 is interrupted and the first clutch 30 is completely engaged. And The engagement force in the fully engaged state of the first clutch 30 is set to a large engagement force that can maintain the fully engaged state of the first clutch 30 even when the second clutch 40 is slip-engaged.

  When the first clutch 30 is engaged, the driving force from the engine 10 is transmitted from the first input shaft 51 → the first input gear 61a → the first auxiliary gear 63a, and further, the second auxiliary gear 63b → the second input gear 62a. → Transmitted to the second input shaft 52 to rotate the output side clutch plate 42 of the second clutch 40.

  Subsequently, in this state, the second clutch 40 is slip-engaged while controlling the engine 10 so that the engine speed NE is constant. As the second clutch 40 is slip-engaged, torque transmitted from the engine 10 via the first clutch 30 circulates from the second clutch 40 to the engine 10 (that is, power circulation occurs).

Even in this state, the above-described equations (2.1) and (2.2) hold as in the case where the second clutch 40 is completely engaged and the first clutch 30 is slip-engaged. Therefore, the transmission torque T _cl2 in the second clutch 40 can be expressed by the following equation (2.4) using ΔTE.
T _cl2 = ΔTE × R / (R−1) (2.4)

  Next, the regular learning procedure will be described with reference to the flowchart of FIG. As described above, in the constant learning, the relationship between the driving current of the linear solenoid and the clutch transmission torque is learned using the power circulation of the driving force output from the engine 10.

  First, in step S31, the control device 3 determines whether or not a learning start condition is satisfied. This determination can be made, for example, by detecting the shift position and the vehicle speed V. Specifically, for example, when the shift position is at the neutral position or the parking position and the vehicle speed V is zero, it can be determined that the learning start condition is satisfied.

  When the learning start condition is not satisfied (step S31: NO), the process of step S31 is repeated. On the other hand, when the learning start condition is satisfied (step S31: YES), the process proceeds to step S32.

In step S32, the control device 3 instructs the engine 10 to idle up. More specifically, when learning the relationship between the driving current of the linear solenoid and the clutch transmission torque, the control device 3 sets the target rotational speed NE _target that is higher than the engine rotational speed NE at the start of learning. The engine 10 is controlled to perform constant engine rotation so as to be maintained.

Specifically, for example, the control device 3 feedback-controls the fuel injection amount of the engine 10 so that the engine speed NE detected by the engine speed sensor 102 matches the target speed NE _target . As a result, the fuel injection amount of the engine 10 is increased so that the engine speed NE is maintained at the target speed NE _target when an external load is applied to the engine 10 during execution of the engine constant speed control. The

  In subsequent step S33, the control device 3 determines whether or not the engine speed NE is stabilized. 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 not stable (step S33: NO), the process of step S33 is repeated. On the other hand, when the engine speed NE is stable (step S33: YES), the process proceeds to step S34.

In step S34, the control unit 3 calculates the engine torque TE in this case, (also referred to as a friction torque) The value load torque is stored in the storage unit 3a as the TE _f.

  In subsequent step S35, the control device 3 engages the lock-up clutch 23.

  In subsequent step S36, the control device 3 determines whether or not the engagement of the lockup clutch 23 is completed. The completion of the engagement of the lockup clutch 23 can be determined by, for example, the coincidence of the engine speed NE and the turbine speed NT.

  When the engagement of the lockup clutch 23 is not completed (step S36: NO), the process of step S36 is repeated. On the other hand, when the engagement of the lockup clutch 23 is completed (step S36: YES), the process proceeds to step S37.

  In step S37, the control device 3 engages the second clutch 40.

  In subsequent step S38, the control device 3 determines whether or not the engagement of the second clutch 40 is completed. The completion of engagement of the second clutch 40 means that, for example, the ratio of the turbine rotational speed NT to the countershaft rotational speed NC is the ratio of the number of teeth of the second auxiliary gear 63b to the number of teeth of the second input gear 62a. Judgment can be made by matching. For example, the engagement of the first clutch 30 is completed when (turbine rotational speed NT = sub-shaft rotational speed NC × the number of teeth of the first auxiliary gear 63a / the number of teeth of the first input gear 61a) is established. It can be judged.

  When the engagement of the second clutch 40 is not completed (step S38: NO), the process of step S38 is repeated. On the other hand, when the engagement of the second clutch 40 is completed (step S38: YES), the process proceeds to step S39.

In step S39, the control unit 3 sets the first objective current value _{I 11} of the first clutch 30. The learning target current value is a driving current of a linear solenoid that always performs learning. Here, a method for determining the learning target current value will be briefly described.

  As described above, the storage unit 3a stores, for each clutch, a plurality of drive currents and combinations of clutch transmission torques obtained by applying the drive currents (relationships between drive currents and clutch transmission torques). ing.

  The control device 3 determines the control hydraulic pressure corresponding to the drive current and the control hydraulic pressure 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. The corresponding clutch transmission torque is 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. Then, the control unit 3, based on the determined equation (1) to calculate a control pressure corresponding to the learning target value T _n. 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.

In the present embodiment, a plurality of clutch transmission torques (learning target values T _n ) for learning are set in advance. The first learning target current value I ₁₁ of the first clutch 30 is calculated by the above-described method as a driving current corresponding to the first learning target value T ₁₁ of the first clutch 30.

In step S40 following the step S39, the control unit 3 performs the learning of the first objective current value _{I 11} has been set in step S39. Details of the learning process will be described later.

In step S41, the control device 3 sets a second objective current value _{I 12} of the first clutch 30. The second objective current value I ₁₂ of the first clutch 30, as a drive current corresponding to the second objective value T ₁₂ of the first clutch 30, those calculated by the method described above.

In step S42, the control unit 3 performs the learning of the second objective current value _{I 12} has been set in step S41.

  In subsequent step S43, the control device 3 releases the second clutch 40 and engages the first clutch 30.

  In subsequent step S44, the control device 3 determines whether or not the engagement of the first clutch 30 is completed. The completion of the engagement of the first clutch 30 means that, for example, the ratio between the turbine rotational speed NT and the countershaft rotational speed NC is the ratio between the number of teeth of the first sub gear 63a and the number of teeth of the first input gear 61a. Judgment can be made by matching.

  When the engagement of the first clutch 30 is not completed (step S44: NO), the process of step S44 is repeated. On the other hand, when the engagement of the first clutch 30 is completed (step S44: YES), the process proceeds to step S45.

In step S45, the control unit 3 sets the first objective current value _{I 21} of the second clutch 40. In the present embodiment, the first learning target current value I ₂₁ of the second clutch 40 is set to the same value as the first learning target current value I _{11 of} the first clutch 30 set in step S39.

In step S46, the control unit 3 performs the learning of the first objective current value _{I 21} has been set in step S45.

In subsequent step S47, the control unit 3 sets the second objective current value _{I 22} of the second clutch 40. In the present embodiment, as the second objective current value I ₂₂ of the second clutch 40, the same value is set as the second objective current value I ₁₂ of the first clutch 30 has been set in step S41.

In subsequent step S48, the control unit 3 performs the learning of the second objective current value _{I 22} has been set in step S45.

  In subsequent step S49, the control device 3 records the results (linear solenoid drive current and clutch transmission torque) learned in steps S40, S42, S46 and S48 in the storage unit 3a.

  Next, the learning process performed in steps S40, S42, S46 and S48 will be described in detail with reference to FIG.

When the learning process is started, in step S51, the control unit 3, the driving current of the linear solenoid, until the learning target current value I _n is increased at a fixed rate (hereinafter, referred to as "sweep-up").

When the sweep-up is performed, the clutch transmission torque increases, so that a load is applied to the engine 10. As described above, since constant rotation control of the engine 10 is performed during learning, the fuel injection amount of the engine 10 is increased, the engine torque TE of the engine 10 is increased, and the engine speed NE is maintained at the target speed NE _target . Is done.

In step S52 following step S51, the control device 3 determines whether or not the sweep-up is completed. In other words, the control unit 3, the driving current is determined whether increased to I _n.

  If the sweep-up has not been completed (step S52: NO), the process of step S52 is repeated. On the other hand, when the sweep-up is completed (step S52: YES), the process proceeds to step S53.

In step S53, the control unit 3, the drive current to maintain a state which is _{I n} predetermined time _{t g.} The predetermined time _tg is determined in advance by experiments or the like.

Further, in subsequent step S54, the control device 3 calculates an average value TE _gn of the engine torque TE at a predetermined time t _g and subtracts TE _f from TE _gn to calculate a torque increase ΔTE _n (ΔTE _n = TE _gn -TE _f ).

Then, in subsequent step S55, the control unit 3, from Delta] TE _n, calculates the clutch transmission torque _{T n} corresponding to the drive current _{I n,} and stores the driving current _{I n} and the clutch transmission torque _{T n} in the storage unit 3a.

  Next, an example of a procedure for correcting the relationship between the drive current obtained by the initial learning and the clutch transmission torque using the relationship between the drive current obtained by the constant learning and the clutch transmission torque will be described. Here, the first clutch 30 will be described as an example.

First, when the learning conditions for initial learning are satisfied, initial learning is performed for the first clutch 30. Thereby, the learning result (I _s11 , T _s1 ) at the first learning target value and the learning result (I _s21 , T _s2 ) at the second learning target value are obtained. These learning results (I _s11 , T _s1 ) and (I _s21 , T _s2 ) are overwritten on the initial values (I _s10 , T _s1 ) and (I _s20 , T _s2 ) stored in the storage unit 3a. Is done.

Subsequently, the first regular learning is performed immediately after the initial learning. As described above, the constant learning is performed for the first learning target current value I _s11 and the second learning target current value I _s21 . Then, learning results (I _s11 , T _j11 ) and (I _s21 , T _j21 ) in the first regular learning are stored in the storage unit 3a.

After the first regular learning, when the regular learning condition is satisfied again, the second regular learning is performed. Then, the learning results (I _s11 , T _j12 ) and (I _s21 , T _j22 ) in the second regular learning are stored in the storage unit 3a.

The control device 3 calculates the difference ratio based on the second regular learning from the learning result in the first regular learning and the learning result in the second regular learning according to the following equation (3.1). .
Difference ratio = {(Learning result in the first regular learning) − (Learning result in the second regular learning)} / (Learning result in the first regular learning) (3.1)

Specifically, in this example, the difference ratio for the drive current I _s1 is obtained as (T _j11 −T _j12 ) / T _j11 , and the difference ratio for the drive current I _s2 is (T _j21 −T _j22 ) / T. _It is obtained as _j21 .

Then, the learning result (I _s11 , T _s1 ) in the first learning target value of the initial learning is corrected based on the above-described difference ratio. Specifically, I _s11 is corrected by the above-described difference ratio (T _j11 −T _j12 ) / T _j11 , and I _s12 (= I _s11 × 1 / (1− (T _j11 −T _j12 ) / T _j11 ). )). That is, the learning result at the first learning target value is updated to (I _s12 , T _s1 ).

Similarly, for the learning result (I _s21 , T _s2 ) in the second learning target value of the initial learning, I _s21 is corrected by the above-described difference ratio (T _j21 −T _j22 ) / T _j21 , and I _s22 (= I _s21 × 1 / (1- (T _j21 −T _j22 ) / T _j21 )). That is, the learning result at the second learning target value is (I _s22 , T _s2 ).

In this way, it is possible to obtain learning results (I _s12 , T _s1 ) and (I _s22 , T _s2 ) in which the results of constant learning are reflected by the difference ratio relative to the results of initial learning.

Similarly, when the n-th continuous learning is performed, the learning results (I _s11 , T _j1n ) and (I _s21 , T _j2n ) in the n-th continuous learning are stored in the storage unit 3a. The difference ratio in the n-th regular learning is calculated.

In order to save the memory area, the n-th learning result (I _s11 , T _j1n ) and (I _s21 , T _j2n ) are used as the previous ((n−1) -th) learning result (I _s11 , T _jn ). _{j1 (n−1)} ) and (I _s21 , T _{j2 (n−1)} ) may be overwritten. However, in this case, it is necessary to leave the first learning result without overwriting in order to calculate the difference ratio.

In this example, by _performing the n-th constant learning, the difference ratio for the drive current I _s1 is obtained as (T _j11 −T _j1n ) / T _j11 , and the difference ratio for the drive current I _s2 is (T _{j21 -Tj2n} ) / _Tj21 .

Then, the learning result (I _s11 , T _s1 ) at the first learning target value of the initial learning is corrected by the difference ratio to be (I _s1n , T _s1 ). Further, the learning result (I _s2 , T _s2 ) at the second learning target value of the initial learning is corrected by the difference ratio to be (I _s2n , T _s2 ).

  In this way, each time constant learning is performed, the initial learning result can be corrected by reflecting the difference ratio based on the constant learning result with respect to the initial learning result.

  When correcting the result of the initial learning, if the correction amount is large, the occupant may be deteriorated in feeling (discomfort). Therefore, it is preferable to set an upper limit for the correction amount. Specifically, for example, the upper limit of the correction amount of the initial learning can be set as a difference in the constant learning. In this way, by setting an upper limit to the correction amount for initial learning, it is possible to prevent the correction amount from becoming excessive.

  As described above, according to the clutch control device according to the present embodiment, the relationship between the drive current obtained by the initial learning and the clutch transmission torque is corrected based on the result of constant learning. Therefore, the relationship between the clutch control hydraulic pressure and the clutch transmission torque can be learned with high accuracy.

  Further, according to the clutch control device according to the present embodiment, in the initial learning, the relationship between the drive current and the clutch transmission torque is learned based on the torque transmission amount of the fluid coupling interposed between the engine and the friction clutch. It was configured as follows. As a result, the relationship between the clutch control hydraulic pressure and the clutch transmission torque can be learned in a state where slippage is generated not only in the friction clutch but also in the fluid coupling. Therefore, it is possible to learn the relationship between the clutch control hydraulic pressure and the clutch transmission torque while suppressing the frictional heat generated in the clutch.

  Further, the clutch control device according to the present embodiment is configured to calculate the clutch transmission torque using the power circulation after the power from the engine is not transmitted to the wheels in the constant learning. As a result, the clutch transmission torque can be calculated without transmitting the engine power to the wheels. Therefore, it is possible to learn the relationship between the clutch control hydraulic pressure and the clutch transmission torque while ensuring safety.

  Moreover, according to the clutch control apparatus which concerns on this embodiment, it comprised so that learning might be performed by two points, a 1st learning target value and a 2nd learning target value, in initial learning.

  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.

  The clutch control device of the present invention is suitably used for a dual clutch transmission mounted on a vehicle such as a truck.

1 Vehicle 2 DCT
DESCRIPTION OF SYMBOLS 3 Control apparatus 10 Drive source 10 Engine 11 Output shaft 20 Fluid coupling 21 Pump 22 Turbine 23 Lockup clutch 24 Turbine shaft 30 First 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 Speed change portion 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 Gear 63d 4th sub gear 63e 5th 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 sensor 102 Engine speed Sensor 103 Turbine speed sensor 104 Secondary shaft speed sensor 105 Vehicle speed sensor

Claims (5)

A clutch control device for a dual clutch transmission that selectively transmits power from a drive source to an output shaft via a first or second friction clutch,
An input unit for inputting a value related to clutch transmission torque;
At least one of the first and second friction clutches learns the relation between the clutch control hydraulic pressure and the clutch transmission torque by two different learning methods, and the relation obtained by one of the learning is obtained. And a controller that corrects based on the relationship obtained by the other learning. In the one learning, the control unit learns the relationship based on a torque transmission amount of a fluid coupling interposed between the drive source and the first and second friction clutches.
The clutch control device according to claim 1. In the other learning, the control unit fully engages one of the first and second friction clutches while slipping the other while the power transmission from the drive source to the wheels is interrupted. Learning the relationship in the other friction clutch by generating a power circulation;
The clutch control device according to claim 1 or 2. The control unit controls the clutch control hydraulic pressure by a drive current of a linear solenoid, and learns the relationship based on a value related to the drive current and the clutch transmission torque.
The clutch control device according to any one of claims 1 to 3.
Clutch control device. In the one learning, the control unit includes a first clutch transmission torque corresponding to the first driving current and the first driving current, and a second driving current corresponding to the second driving current and the second driving current. 2 learning the clutch transmission torque,
The clutch control device according to claim 4.

Images