JP2015218765A - Slow speed running control method at automatic clutch control device and automatic clutch control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable an intention of a driver desiring a slow speed driving to be reflected as much as possible and further enable a more stable slow speed driving to be carried out as compared with that of the prior art.SOLUTION: This invention is carried out by the steps of setting a prescribed target vehicle speed (S104); calculating a pseudo accelerator opening corresponding to this prescribed target vehicle speed on the basis of a pre-set calculating equation of the pseudo accelerator opening (S106); this pseudo accelerator opening is larger than an actual accelerator opening (S108); and when a brake is not stepped on (S110), a clutch 120 is set to be engaged or disengaged on the basis of the pseudo accelerator opening and an engine torque is controlled in feed-back by PID control so as to cause a vehicle speed to become a target vehicle speed (S112).

Description

  The present invention relates to an automatic clutch control device configured to be able to automatically perform connection and disconnection of a mechanical clutch, and more particularly to a device that achieves stability at a low speed.

  As this type of conventional device, for example, a means for setting a desired creep operation time is provided, and when the switch for instructing the start of the creep operation is turned on, the clutch can be in a half-clutch state and can travel at a low speed. At the same time, there has been proposed a device or the like that can prevent clutch heating by disengaging the clutch when the set time has elapsed (see, for example, Patent Document 1).

  In addition, when the accelerator pedal operation amount is smaller than a predetermined threshold, the clutch engagement amount is increased or decreased according to the accelerator pedal operation amount, and the vehicle can travel at a slow speed in a half-clutch state according to the accelerator pedal operation amount. In addition, by increasing the predetermined threshold as the vehicle load increases, a device that can sufficiently secure the operation range of the accelerator pedal that can maintain the half-clutch state even when the vehicle load increases has been proposed ( For example, see Patent Document 2).

Japanese Examined Patent Publication No. 6-57502 (page 2-3, FIG. 1) JP-A-10-318288 (page 3-5, FIGS. 1-7)

  However, in the former conventional device, even if it is desired to perform slow speed travel for a relatively long time in a traffic jam or the like, if the set creep operation time is exceeded, the slow speed travel is forcibly performed. In addition to the problem that it is not always possible to realize the driving according to the driver's intention, the former conventional device detects the heating of the clutch even though it can prevent the heating of the clutch to some extent. Therefore, it is not necessarily sufficient in terms of reliably preventing the clutch from being heated.

Further, in the latter conventional device described above, even if the vehicle load cannot be accurately detected for some reason, there is no function for determining the suitability of the detected value. Has a problem that it is vulnerable to a so-called disturbance because a predetermined threshold corresponding to a different value is set.
Furthermore, since the special processing is not performed when the state where the clutch rotation and the engine speed do not coincide with each other continues for a long time, there is a possibility that the clutch may be exposed to a heating state beyond the allowable range.

  The present invention has been made in view of the above-described circumstances, and is capable of reflecting the intention of a driver who desires to travel at a low speed as much as possible, and is capable of performing a low speed driving control in an automatic clutch control device that enables a more stable low speed driving than in the past. A method and an automatic clutch control device are provided.

In order to achieve the above object of the present invention, the slow speed running control method in the automatic clutch control device according to the present invention includes:
A slow speed traveling control method in an automatic clutch control device configured to be capable of automatically controlling connection and disconnection of a clutch based on an operation state of a vehicle,
A predetermined target vehicle speed is set, a pseudo accelerator opening corresponding to the predetermined target vehicle speed is calculated as a pseudo accelerator opening based on a preset pseudo accelerator opening calculation formula, and the pseudo accelerator opening is Based on the pseudo accelerator opening, the clutch engagement / disengagement state and the engine torque are set to PID so that the vehicle speed becomes the target vehicle speed when it is larger than the actual accelerator opening and the brake is not depressed. The feedback control is performed by the control.
In order to achieve the above object of the present invention, an automatic clutch control device according to the present invention comprises:
In an automatic clutch control device comprising an electronic control unit configured to be able to automatically control connection / disconnection of a clutch based on an operating state of a vehicle,
The electronic control unit is
The pseudo accelerator opening corresponding to the predetermined target vehicle speed is calculated as a pseudo accelerator opening based on a preset pseudo accelerator opening calculation formula,
When the pseudo accelerator opening is larger than the actual accelerator opening and the brake is not depressed, the clutch is connected / disconnected based on the pseudo accelerator opening so that the vehicle speed becomes the target vehicle speed. The state and engine torque are configured to be feedback controlled by PID control.

  According to the present invention, the low-speed traveling is maintained until the driver depresses the accelerator and is controlled so that the rotation of the clutch coincides with the engine rotation within a range where the actual accelerator opening does not exceed the pseudo accelerator opening. Therefore, it is possible to reflect the intention of the driver who wants to travel at a low speed as much as possible, and to achieve an effect that it is possible to realize a more stable low speed driving as compared with the conventional case.

It is a block diagram which shows the structural example of the automatic clutch control apparatus in embodiment of this invention. FIG. 2 is a functional block diagram showing functions required for executing a slow speed traveling control process in an embodiment of the present invention in a functional block in an electronic control unit used in the automatic clutch control device shown in FIG. 1. It is a subroutine flowchart which shows the procedure of the slow speed running control process performed in the automatic clutch control apparatus shown by FIG.

Hereinafter, embodiments of the present invention will be described with reference to FIGS. 1 to 3.
The members and arrangements described below do not limit the present invention and can be variously modified within the scope of the gist of the present invention.
The automatic clutch control device S according to the embodiment of the present invention is configured by an electronic control unit 100, a clutch actuator 110, and a clutch 120 as main components.
The automatic clutch control device S in the embodiment of the present invention is premised on what is mounted on a so-called two-pedal MT vehicle.

  Hereinafter, a specific configuration will be described. First, the clutch 120 is a mechanical clutch provided between the engine 150 and the transmission 140 of the vehicle, and its connection / disconnection is electronically controlled via the clutch actuator 110. The unit 100 automatically performs the operation according to the operation state of the vehicle.

  Further, in the embodiment of the present invention, the transmission 140 is also automatically set in accordance with the operation state of the vehicle by the electronic control unit 100 via the gear shift actuator 130. In the configuration shown in FIG. 1, an automatic transmission control device is realized.

The electronic control unit 100 has, for example, a microcomputer having a known and well-known configuration, a storage element (not shown) such as a RAM and a ROM, and energizes the clutch actuator 110 and the gear shift actuator 130. A circuit (not shown) for performing the operation, a circuit (not shown) for energizing and driving an injector (not shown) attached to the engine 150, and the like are configured as main components. Yes.
The electronic control unit 100 executes an automatic clutch control process as in the prior art, and performs vehicle operation control such as transmission control process and engine operation control, as well as automatic clutch control in the embodiments of the present invention to be described later. The slow-speed traveling control process in the apparatus is executed.

Therefore, the electronic control unit 100 includes a shift speed detection sensor 11 that detects a gear setting in the transmission 140, a vehicle speed sensor 12 that detects a vehicle speed, a clutch rotation speed sensor 13 that detects a clutch rotation speed, and a clutch that detects a clutch stroke. Detection signals of various sensors such as a stroke sensor 14, an accelerator opening sensor 15 for detecting an accelerator opening, an engine speed sensor 16 for detecting an engine speed, and an engine torque sensor 17 for detecting an engine torque are input, and an engine operation is performed. It is used for control processing, automatic clutch control processing, and the like.
Further, the automatic clutch control device S according to the embodiment of the present invention is based on the assumption that the creep travel control is executed by turning on and off the creep operation switch 21 so as to enable the so-called creep travel as in the prior art. Yes.

Next, the slow speed traveling control process in the embodiment of the present invention executed in the above configuration will be described generally with reference to the functional block diagram shown in FIG.
First, as a premise, it is assumed that the creep operation switch 21 is turned on and normal slow speed running control is started.
In this state, the target vehicle speed is the vehicle speed that should be achieved in order to set the engine speed to the idle speed when the clutch 120 is in the fully engaged state at the gear stage set when calculating the target vehicle speed. The vehicle speed is calculated by a predetermined target vehicle speed calculation formula (see reference numeral BL-1 in FIG. 2).

Next, in the set gear stage, the pseudo accelerator opening required for achieving the target vehicle speed is calculated as the pseudo accelerator opening based on a predetermined pseudo accelerator opening calculation formula.
When the actual accelerator opening is lower than the calculated pseudo accelerator opening (see reference numeral BL-4 in FIG. 2) and the brake (not shown) is not stepped on, the pseudo accelerator is The engine torque control is performed by feedback control using PID control so that the engine torque control corresponding to the opening degree is obtained, and the clutch control corresponding to the pseudo accelerator opening degree is established. (Refer to symbols BL-2, BL-6, and BL-7 in FIG. 2).
As a result, the vehicle is braked (see symbol BL-4 in FIG. 2) or the accelerator is stepped on until the actual accelerator opening exceeds the pseudo accelerator opening (sign BL- in FIG. 2). 3), the vehicle is maintained in the slow speed running state.

Next, a more specific procedure of the slow speed traveling control process executed by the electronic control unit 100 in the embodiment of the present invention will be described with reference to a subroutine flowchart shown in FIG.
First, when processing by the electronic control unit 100 is started, it is determined whether or not the creep operation switch (creep SW) 21 is set to ON (see step S102 in FIG. 3), and the creep operation switch 21 is determined. Is determined to be on (in the case of YES), the process proceeds to the process of step S104 described below, while when it is determined that the creep operation switch 21 is not on (in the case of NO), Since it is not necessary to execute a series of subsequent processes, the process is terminated, and the process returns to the main routine (not shown).

In step S104, the target vehicle speed is calculated and calculated.
That is, in the embodiment of the present invention, the target vehicle speed is calculated by a predetermined target vehicle speed calculation formula based on the number of gear stages set by the transmission 140 at this time and the engine speed. It is supposed to be.
More specifically, the target vehicle speed calculated by the predetermined target vehicle speed calculation formula is such that, at the gear stage set at the time of calculating the target vehicle speed, the clutch 120 is in a fully connected state and the engine speed is set to the idle speed. Is the vehicle speed to be achieved.
This target vehicle speed calculation formula is determined based on test results and simulation results in consideration of specific specifications of the vehicle. The specific magnitude of the target vehicle speed is, for example, about 4 km / h.

Next, the pseudo accelerator opening is calculated (see step S106 in FIG. 3).
The pseudo accelerator opening is a pseudo accelerator opening required for controlling the rotation of the engine 150 and controlling the connection / disconnection of the clutch 120 in order to achieve a desired vehicle speed, and is determined according to the gear stage and the vehicle speed. It is. In the embodiment of the present invention, in the gear stage when calculating the pseudo accelerator opening, the pseudo accelerator opening determined in advance is used as the pseudo accelerator opening required to achieve the previous target vehicle speed. It is calculated based on the calculation formula.
The pseudo accelerator opening calculation formula is preferably determined on the basis of the test result and the simulation result in consideration of the specific specification of the vehicle as in the previous target vehicle speed calculation formula.

Next, it is determined whether or not the pseudo accelerator opening calculated in step S106 is larger than the accelerator opening actually detected by the accelerator opening sensor 15 (actual accelerator opening) (FIG. 3). (See step S108).
When it is determined in step S108 that the pseudo accelerator opening is larger than the actual accelerator opening (in the case of YES), the process proceeds to step S110 described below.
On the other hand, when it is determined that the pseudo accelerator opening is not larger than the actual accelerator opening (in the case of NO), that is, in other words, the actual accelerator opening is determined to be larger than the pseudo accelerator opening. In this case, the process returns to the main routine (not shown), and engine rotation control and clutch control corresponding to the actual accelerator opening are performed. That is, the engine 150 is controlled to rotate and the clutch 120 is controlled so that the engine speed becomes a speed corresponding to the actual accelerator opening.

  In step S110, it is determined whether or not the brake (not shown) is not depressed (OFF). If it is determined that the brake is not depressed (in the case of YES), step S112 described below is performed. On the other hand, if it is determined that the brake is not OFF (in the case of NO), it is determined that the brake is stepped on, and the process returns to the main routine (not shown) without executing the subsequent series of processes. It becomes.

In step S112, engine torque control and clutch control corresponding to the pseudo accelerator opening previously calculated in step S106 are executed by feedback control using PID control.
That is, engine torque control is performed by feedback control by PID control so that the engine torque corresponding to the pseudo accelerator opening becomes the previous target vehicle speed (see step S104), and the clutch 120 is a clutch corresponding to the pseudo accelerator opening. The clutch control is performed so that the state is maintained.

When such control is executed, it is determined whether or not a brake (not shown) is depressed (ON) (see step S114 in FIG. 3), and it is determined that the brake is depressed (in the case of YES). In this case, the above-described PID control is immediately stopped and the process returns to the main routine (not shown).
On the other hand, if it is determined in step S114 that the brake is not ON (in the case of NO), that is, if it is determined that the brake is not stepped on, the process returns to the previous step S108, and thereafter The process will be executed again.

Therefore, the vehicle is maintained in a slow running state until a brake (not shown) is stepped on or an accelerator (not shown) is stepped on and the actual accelerator opening exceeds the pseudo accelerator opening. Become.
As described above, in the embodiment of the present invention, engine torque control is performed by PID control so that the vehicle speed can be maintained at the target vehicle speed, and clutch control is performed based on the pseudo accelerator opening corresponding to the target vehicle speed. Thus, since the engine speed and the clutch speed substantially coincide with each other, the heating of the clutch 120 during the slow speed traveling is surely prevented, and a more stable and reliable slow speed traveling can be realized.

In the above-described embodiment of the present invention, it is assumed that the creep operation switch 21 is provided. However, the creep operation switch 21 is not necessarily required, and may be configured not to be provided.
That is, in this case, the processing after step S104 in FIG. 3 is executed in parallel with the normal clutch control processing, the pseudo accelerator opening is larger than the actual accelerator opening, and the brake (not shown) is depressed. When the state is not rare, it is possible to obtain a low-speed running by executing step 112 and subsequent steps in FIG.

  It is suitable for vehicles that require comfortable low-speed running.

DESCRIPTION OF SYMBOLS 100 ... Electronic control unit 110 ... Clutch actuator 120 ... Clutch 130 ... Gear shift actuator 140 ... Transmission 150 ... Engine

Claims (4)

A slow speed traveling control method in an automatic clutch control device configured to be capable of automatically controlling connection and disconnection of a clutch based on an operation state of a vehicle,
A predetermined target vehicle speed is set, a pseudo accelerator opening corresponding to the predetermined target vehicle speed is calculated as a pseudo accelerator opening based on a preset pseudo accelerator opening calculation formula, and the pseudo accelerator opening is Based on the pseudo accelerator opening, the clutch engagement / disengagement state and the engine torque are set to PID so that the vehicle speed becomes the target vehicle speed when it is larger than the actual accelerator opening and the brake is not depressed. A slow speed running control method in an automatic clutch control device, wherein feedback control is performed by control.   2. The automatic vehicle according to claim 1, wherein the target vehicle speed is calculated by a predetermined target vehicle speed calculation formula as a vehicle speed at which the engine speed is an idle speed when the clutch is in a fully engaged state. A slow speed running control method in a clutch control device. In an automatic clutch control device comprising an electronic control unit configured to be able to automatically control connection / disconnection of a clutch based on an operating state of a vehicle,
The electronic control unit is
The pseudo accelerator opening corresponding to the predetermined target vehicle speed is calculated as a pseudo accelerator opening based on a preset pseudo accelerator opening calculation formula,
When the pseudo accelerator opening is larger than the actual accelerator opening and the brake is not depressed, the clutch is connected / disconnected based on the pseudo accelerator opening so that the vehicle speed becomes the target vehicle speed. An automatic clutch control device configured to feedback-control a state and an engine torque by PID control.   The electronic control unit is configured to calculate the target vehicle speed according to a predetermined target vehicle speed calculation formula, with the engine speed set to the idle speed when the clutch is in a fully connected state. The automatic clutch control device according to claim 3.

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