Control system for a motor vehicle clutch

Abstract

The present invention relates to a control system for a clutch of a motor vehicle, in particular a motorcycle, provided with: an electronic control unit (5); a lever (4) for operating the clutch (2), arranged on the handlebar of the motor vehicle; a first control portion for the clutch (2), manually operable by the rider through said lever (4); a second control portion for the clutch (2), electronically operable by the control unit (5); and an actuation cylinder (3; 3'), connected to the clutch (2) to adjust its opening degree and belonging in shared relationship to both the first control portion and the second control portion; wherein the system (1; 1') is configured to allow at least one mixed operating mode, in which the actuation cylinder (3; 3') works both in the case of the first control portion and in the case of the second control portion, the actions of which can overlap in parallel when adjusting the opening degree of the clutch (2).

Description

Technical Field

[0001] This invention relates to a control system for a clutch in a motor vehicle.

[0002] Without loss of generality, reference will now be made specifically to the specific category of motor vehicles consisting of motorcycles. Background Technology

[0003] As is well known, motorcycles are typically equipped with a straddle saddle that limits the rider's driving position, and a pedal gear lever on one side that the rider can operate with their feet to sequentially engage gears.

[0004] Typically, in addition to the pedal levers mentioned above, the shifting system also includes a handlebar lever to adjust the clutch opening during gear shifting.

[0005] The handlebar lever typically acts on a hydraulic actuator with a piston, which, as it moves, disengages the clutch against the reaction of a spring.

[0006] The clutch disc opening is adjusted by the rider's gradual movement of the handlebar lever, which allows the rider to have complete and personal control over the shifting operation.

[0007] As can be clearly seen from the above, the speed and precision of the entire gear shifting operation depend on the rider's sensitivity and skill.

[0008] In recent years, in order to increase the safety and speed of gear shifting while keeping the pedal lever engaged sequentially, automatic transmission systems in which clutch control is fully electronically managed by the control unit have been proposed.

[0009] Known automatic clutch systems are not very versatile because they are not well-suited for implementation on the architecture of existing motorcycles that already have manual control systems.

[0010] Furthermore, they often limit the rider's driving pleasure by completely eliminating his / her management of the clutch during gear shifts. Summary of the Invention

[0011] The purpose of this invention is to provide a clutch control system for motor vehicles that overcomes the aforementioned disadvantages of the prior art.

[0012] In particular, the object of the present invention is to provide a control system for the clutch of a motor vehicle equipped with automatic control functions, which maintains the possibility of manual intervention by the rider.

[0013] Another object of the present invention is to provide a control system for a clutch in a motor vehicle that can be easily implemented on existing motorcycle architectures that are already equipped with a manual control system.

[0014] Another object of the present invention is to provide a control system for a clutch in a motor vehicle that ensures shifting safety and increased speed.

[0015] The objective is fully achieved by the control system for a clutch in a motor vehicle of the present invention, as characterized by the content of the claims given below.

[0016] In particular, according to one aspect of the invention, a control system for a clutch in a motor vehicle, especially a motorcycle, is provided, comprising:

[0017] - Electronic control unit;

[0018] - A lever for operating the clutch, which is located on the handlebars of a motor vehicle;

[0019] - A first control section for the clutch, which can be manually operated by the rider via the lever;

[0020] - A second control section for the clutch, which can be electronically operated by the control unit;

[0021] - The first actuator cylinder is connected to the clutch to adjust the clutch opening and belongs to both the first control part and the second control part in a shared relationship;

[0022] The system is configured to allow at least one hybrid operating mode in which the first actuation cylinder operates in both the first control section and the second control section, and the actions of the first and second control sections can be superimposed in parallel when the clutch opening is adjusted.

[0023] According to another aspect of the invention, the system includes a second actuating cylinder, which is operated by the control unit and is fluidly connected to the first actuating cylinder.

[0024] According to another aspect of the invention, the system includes a third actuating cylinder operated by the lever and fluidly connected to a first actuating cylinder; wherein the first actuating cylinder has two internal control chambers cascaded together and containing corresponding control fluids; and wherein the first control chamber is fluidly connected to the third actuating cylinder via a first circuit, and the second chamber is fluidly connected to the second actuating cylinder via a second circuit.

[0025] According to another aspect of the invention, the first actuating cylinder comprises: a bushing longitudinally defined by a front cover and a rear cover; a piston slidably connected inside the bushing and provided with a rod protruding from the front cover to disengage a clutch; and a separator for sealingly separating two chambers, the separator being inserted between the piston and the rear cover and movable between the front cover and the rear cover; wherein the first chamber is longitudinally defined by the separator and the piston and is provided with a corresponding inlet, the first chamber communicating with the first circuit through the inlet; and the second chamber is longitudinally defined by the separator and the rear cover and is provided with a corresponding inlet, the second chamber communicating with the second circuit through the inlet.

[0026] According to another aspect of the invention, the separator described above is movable relative to the piston.

[0027] According to another aspect of the invention, an elastic element, particularly a spring, is inserted between the separator and the piston.

[0028] According to another aspect, the system of the present invention is characterized in that the system is configured to allow the clutch to be fully disengaged from the clutch closed state by both a single change in pressure of the first circuit manually generated by the rider and a single change in pressure of the second circuit electronically generated by the control unit; from the clutch closed state, the maximum available values ​​of the pressure changes of the first circuit and the second circuit are each individually sufficient to allow the clutch to be fully disengaged.

[0029] According to another aspect of the invention, the system of the invention is characterized in that the system includes a position sensor inserted between a joystick and a control unit to transmit to the control unit the degree of movement of the joystick relative to a stationary position; the control unit determines a proportional portion of the action corresponding to the detected movement of the joystick on a first actuation cylinder.

[0030] Another object of the present invention is to provide a kit for modifying the clutch control system of a motor vehicle, particularly a motorcycle.

[0031] This objective is achieved by proposing a kit for modifying the clutch control system of a motor vehicle, particularly a motorcycle, wherein the original system includes a lever mounted on the handlebars of the motor vehicle for operating the clutch, a first actuation cylinder fastened to the motor vehicle and inserted between the lever and the clutch to allow adjustment of the clutch opening, and a control unit for controlling the engine of the motor vehicle. The kit includes:

[0032] - A new actuating cylinder, the size and configuration of which are designed to replace the first actuating cylinder without altering its fastening to the motor vehicle;

[0033] - Control unit used to control the clutch;

[0034] - Electric motor;

[0035] - A second actuation cylinder operated by the control unit via the electric motor and fluidly connected to the new actuation cylinder;

[0036] - A CAN line used to connect the clutch control unit and the motor control unit to each other.

[0037] According to one aspect of the invention, the new actuation cylinder of the kit has two internal control chambers arranged in cascade with each other and containing corresponding control fluids; wherein the first control chamber is fluidly connected to a first circuit driven by the lever, and the second chamber is fluidly connected to a second circuit driven by the second actuation cylinder.

[0038] According to another aspect of the invention, the new actuation cylinder of the kit includes: a bushing longitudinally defined by a front cover and a rear cover; a piston slidably coupled inside the bushing and provided with a rod protruding from the front cover to open a clutch; and a separator for sealingly separating two chambers, the separator being inserted between the piston and the rear cover and movable between the front cover and the rear cover; wherein a first chamber is longitudinally defined by the separator and the piston and is provided with a corresponding inlet, through which the first chamber communicates with the first circuit; and a second chamber is longitudinally defined by the separator and the rear cover and is provided with a corresponding inlet, through which the second chamber communicates with the second circuit.

[0039] According to another aspect of the invention, the separator described above is movable relative to the piston.

[0040] According to another aspect of the invention, an elastic element, particularly a spring, is inserted between the separator and the piston. Attached Figure Description

[0041] These and other features will become more apparent from the following description of preferred embodiments shown in the accompanying drawings, which are only examples of non-limiting embodiments, wherein:

[0042] - Figure 1 This is a schematic diagram of a first embodiment of a clutch control system for a motor vehicle (particularly a motorcycle) manufactured according to the present invention;

[0043] - Figure 1a yes Figure 1 A schematic diagram of a variant of the control system;

[0044] - Figure 2 This is a schematic diagram of a second embodiment of a clutch control system for a motor vehicle (particularly a motorcycle) manufactured according to the present invention; and

[0045] - Figures 3 to 10 The invention relates to the architecture and control logic of a control system for a clutch used in a motor vehicle (particularly a motorcycle) manufactured according to the present invention.

[0046] As attached Figure 1 As shown, reference numeral 1 generally indicates a control system for a clutch 2 (not shown) manufactured according to the present invention for a motor vehicle, particularly a motorcycle. Detailed Implementation

[0047] System 1 is a hybrid system that allows riders to perform both manual and automatic operations. In particular, System 1 is configured to allow manual and automatic actions to coexist.

[0048] As described below, manual operation is managed by a first control unit for clutch 2, which in Figure 1 The implementation is mechanical and hydraulic, while automatic operation is managed by a second control unit for clutch 2, which... Figure 1 The implementation method is electromechanical and hydraulic.

[0049] System 1 can also be integrated (modified) onto existing architectures / motorcycles, both because it does not require a dedicated gearbox or motor, and because, as will be apparent below, it is equipped with mechanical / hydraulic and electrical / electronic interfaces that are fully compatible with the interfaces already present on motorcycles that provide dedicated manual clutch operation.

[0050] System 1 includes an actuation cylinder 3 for controlling clutch 2, which relies on a primary circuit C1 manually controlled by the rider via handlebar lever 4 and a secondary circuit C2 controlled by electronic control unit 5 via hydraulic actuator 6.

[0051] Control unit 5 (called TCU (Transmission Control Unit)) is a dedicated electronic control unit that interacts with the motorcycle engine's electronic control unit 7 (called ECU (Engine Control Unit)) via a dedicated CAN bus. The CAN bus is indicated by the reference letter E.

[0052] Cylinder 3 includes bushing 8, which is longitudinally defined by front cover 9 and rear cover 10.

[0053] A piston 11 is sealed inside the bushing 8, and a rod 12 is tightly fastened to the piston 11. The rod 12 protrudes from the front cover 9 to slide relative to the front cover 9 in a direction 8a that coincides with the central longitudinal axis of the bushing 8.

[0054] The bushing 8 defines a first chamber 13 and a second chamber 14 between the piston 11 and the rear cover 10 for containing the respective operating fluids. The first chamber 13 and the second chamber 14 are arranged in cascades with each other inside the bushing 8 itself.

[0055] Chambers 13 and 14 are sealed apart by a separator 15, which is movable relative to covers 9 and 10.

[0056] In particular, the separator 15 is also movable relative to the piston 11.

[0057] An elastic element, in particular a helical spring 16, is inserted between the separator 15 and the piston 11.

[0058] The first chamber 13 is longitudinally defined by the separator 15 and the piston 11, and is provided with a corresponding inlet 17. The first chamber 13 is connected to the primary circuit C1 through the inlet 17.

[0059] The primary circuit C1 contains the first operating fluid, the pressure of which P1 is affected by the rider's operation (compression) of the joystick 4. Specifically, the joystick 4 acts on the primary circuit C1 through its own actuator 4a.

[0060] The second chamber 14 is longitudinally defined by the separator 15 and the rear cover 10, and is provided with a corresponding inlet 18, through which the second chamber 14 is connected to the secondary circuit C2 mentioned above.

[0061] The inlet 18 is preferably located on the cover 10.

[0062] The secondary circuit C2 contains a second operating fluid, the pressure of which P2 is affected by the pressure exerted on the internal chamber 19 of the hydraulic actuator 6 by the control unit 5.

[0063] Chamber 19 is connected to secondary circuit C2 through its outlet 20.

[0064] The elastic connection between the separator 15 and the piston 11 is used to stabilize the control of the control unit 5, so that the circuits C1 and C2 can function independently within certain limits.

[0065] The rod 15a extends from the separator 15 toward the piston 11 and along the aforementioned direction 8a, which coincides with the central longitudinal axis of the bushing 8. When the rod 15a makes thrust contact with the piston 11 after overcoming the reaction of the spring 16, this configures the separator 15 as a secondary piston.

[0066] according to Figure 1a (In order to simplify the description and) Figure 1 The components corresponding to the cylinder in the middle are made of... Figure 1A variant of cylinder 3 (identified by the same reference numerals in the accompanying drawings) is shown, wherein bushing 8 surrounds two internal chambers 13 and 14, the volumes of which can vary independently of each other because there is no common separator, i.e., a separator shared between the chambers themselves.

[0067] In other words, the volumes of the two internal control chambers 13 and 14 can vary independently of each other because the chambers are formed in two isolated (i.e., not touching each other) and structurally independent regions of the actuating cylinder 3.

[0068] Therefore, manual actuation and electronic actuation are so independent of each other.

[0069] In other words, loops C1 and C2 are structurally and functionally independent of each other.

[0070] Specifically, chamber 13 belongs to the primary circuit C1, while chamber 14 belongs to the secondary circuit C2.

[0071] The chamber 14 is defined by a centrally fixed annular separator 29 arranged laterally inside the bushing 8 and a first hollow piston 30 that slides inside the bushing 8.

[0072] The sliding of the first piston 30 is counteracted by the reaction of the coil spring 31, which is arranged outside the first piston 30 and is inserted abuttingly between the first piston 30 and the fixed annular stop 32 installed in the longitudinal end 33 of the bushing 8.

[0073] The bushing 8 is closed at its end 33 by an annular sealing bellows cap 34 inserted between the end edge of the bushing 8 and the first piston 30.

[0074] The function of the cap 34 is to protect the internal area of ​​cylinder 3 from dust and dirt in the area where the first piston 30 operates.

[0075] The chamber 13, which is opposite to the chamber 14 relative to the fixed separator 29, is defined by the fixed back cover 10 for closing the bushing 8 and the second piston 35, which also slides within the bushing 8.

[0076] The actuating rod 12 is connected inside the first hollow piston 30 so that it can slide along a direction 8a that coincides with the central longitudinal axis of the bushing 8.

[0077] Rod 12 is connected to the second piston 35 through the central channel area of ​​fixed separator 29 and through the insertion of helical spring 36, which is arranged in the longitudinal cavity of rod 12, and the compression of helical spring 36 from the rest position causes the second piston 35 to be positioned against rod 12.

[0078] Specifically, the second piston 35 has a front abutment surface 37 facing the corresponding rear abutment surface 38 of the rod 12.

[0079] Meanwhile, in the middle region of the rod 12, the rod 12 has a shoulder 39 defined by the discontinuity of its outer diameter. Under the action of thrust, the rod 12 is connected to the inner annular step 40 of the first piston 30 through the shoulder 39. The inner annular step 40 is defined by the corresponding discontinuity of the inner diameter of the first piston 30.

[0080] Therefore, more generally, cylinder 3 has a first piston 30 and a second piston 35 arranged cascaded within a common bushing 8, wherein the first piston 30 is hollow and slidably and coaxially accommodates the actuating rod 12 of cylinder 3 itself. Rod 12 has a first abutting and thrusting surface (defined by shoulder 39) and a second abutting and thrusting surface (defined by rear surface 38 of rod 12), the first abutting and thrusting surface being adapted to engage with a corresponding abutting and thrusting surface of the first piston 30 (defined by step 40), and the second abutting and thrusting surface being adapted to engage with a corresponding abutting and thrusting surface of the second piston 35 (defined by front surface 37 of second piston 35).

[0081] The fluid-proof seal of chambers 14 and 13 is ensured by the corresponding sealing O-rings 41, 42 and 43.

[0082] O-rings 41 and 42 are mounted on the first piston 30, while O-ring 43 is mounted on the second piston 35.

[0083] Based on the above description and as follows Figure 1a As shown, when piston 35 is pushed after manual actuation, rod 12 moves, but piston 30 remains stationary (when the actuation is electronic, the reverse is also true).

[0084] Therefore, as mentioned above, manual actuation and electronic actuation are independent of each other.

[0085] The control unit 5 drives the electric motor 21 according to the mode described in detail below. The outlet shaft 22 of the electric motor 21 is connected to the screw-nut assembly 23, which in turn is connected to the thrust rod 24 of the piston 25, which slides internally and in a sealed manner inside the bushing 26 of the hydraulic actuator 6.

[0086] The aforementioned chamber 19 is laterally defined by bushing 26 and longitudinally defined by piston 25 and rear cover 27 of hydraulic cylinder 6.

[0087] The aforementioned outlet 20 is preferably located on the cover 27.

[0088] Therefore, the opening of clutch 2 can be adjusted by primary circuit C1, handlebar lever 4 and secondary circuit C2, hydraulic actuator 6. Electric motor 21 is associated with hydraulic actuator 6, and the voltage is controlled by control unit 5.

[0089] According to one aspect of the invention, system 1 is configured to allow clutch 2 to be fully disengaged by both a single change ΔP1 in pressure P1 of primary circuit C1 generated manually by the rider and a single change ΔP2 in pressure P2 of secondary circuit C2 generated electronically by control unit 5 (from the closed state of clutch 2).

[0090] In other words, system 1 is configured such that the maximum available values ​​of ΔP1 and ΔP2 (from the closed state of clutch 2) are each individually sufficient to allow clutch 2 to fully open.

[0091] According to another aspect of the invention, system 1 is configured to allow a balanced combination of corresponding manual and electronic actions of the primary circuit C1 and the secondary circuit C2.

[0092] Therefore, the two chambers 13 and 14 of cylinder 3 allow for the parallel operation of the manual part of system 1 (dependent on the primary circuit C1) and the electronic part of system 1 (dependent on the secondary circuit C2).

[0093] According to one aspect of the invention, system 1 is configured to provide at least three possible operating modes:

[0094] - First operating mode, in which the operation of clutch 2 is completely manual (manual management).

[0095] - Second operating mode, in which the operation of clutch 2 is fully automatic (electronically managed).

[0096] - The third operating mode, in which the operation of clutch 2 is basically automatic, but has the possibility of manual control takeover (by the rider).

[0097] According to one aspect of the invention, system 1 is configured to allow at least two of the three operating modes described above.

[0098] Specifically, system 1 is configured to allow the aforementioned first operating mode when an operating selector (not shown) is activated, which prevents control unit 5 from managing the opening of clutch 2.

[0099] Specifically, system 1 is configured to allow the aforementioned third operating mode, in which the secondary circuit C2 is active and the primary circuit C1 is activated to cover the secondary circuit C2, wherein the contribution of the secondary circuit C2 is interrupted or gradually reduced after the operation of the joystick 4.

[0100] In order to detect the coverage of the primary circuit C1, the control unit 5 can detect the rider's movement of the joystick 4 or the pressure change ΔP1 in the primary circuit C1.

[0101] In the appropriate case, position sensors and pressure sensors of known type, which are therefore not described in detail herein, may be provided for detecting movement of the joystick 4 or for detecting pressure changes ΔP1 in the primary circuit C1.

[0102] It is worth noting that, in the above description, the term "working" indicates that at a given moment there is a controlled pressure change in the indicated loop.

[0103] According to another aspect of the invention, system 1 can be configured to provide a fourth operating mode in which the operation of clutch 2 is substantially manual, but has the possibility of being automatically corrected by control unit 5 (auxiliary mode).

[0104] According to one aspect of the invention, the system is configured to allow at least two of the four operating modes described above.

[0105] exist Figure 2 The variant shown (where, for clarity, is preserved) Figure 1 (The attached diagrams used in the figure) do not contain a primary circuit C1.

[0106] System 1' includes different cylinders 3' for controlling clutch 2, which rely solely on circuit C2 controlled by electronic control unit 5 via hydraulic actuator 6.

[0107] In this case, control unit 5 is also a dedicated electronic control unit, which interacts with the motorcycle's engine electronic control unit 7 via a dedicated CAN bus E.

[0108] Cylinder 3' includes bushing 8, which is longitudinally defined by front cover 9 and rear cover 10.

[0109] In this case, a piston 11 is also slidably and sealingly connected inside the bushing 8, and a rod 12 is tightly fastened to the piston 11. The rod 12 protrudes from the front cover 9 to slide relative to the front cover 9 in a direction 8a that coincides with the central longitudinal axis of the bushing 8.

[0110] The bushing 8 defines a single chamber 14 between the piston 11 and the rear cover 10 for receiving the corresponding operating fluid.

[0111] Based on the above references Figure 1 The given description states that chamber 14 is provided with an inlet 18, through which chamber 14 is connected to the aforementioned circuit C2.

[0112] Circuit C2 contains the operating fluid, the pressure of which, P2, is affected by the pressure exerted on the internal chamber 19 of the hydraulic actuator 6 by the control unit 5.

[0113] Chamber 19 is connected to circuit C2 via its outlet 20, and thus to chamber 14.

[0114] In this case, the control unit 5 also drives the electric motor 21 according to the mode described in detail below. The output shaft 22 of the electric motor 21 is connected to the screw-nut assembly 23, which in turn is connected to the thrust rod 24 of the piston 25, which slides internally and sealed inside the bushing 26 of the hydraulic actuator 6.

[0115] In this case, chamber 19 is also laterally defined by bushing 26 and longitudinally defined by piston 25 and rear cover 27 of hydraulic actuator 6.

[0116] The joystick 4 is connected to the position sensor 28, which in turn is connected to the control unit 5.

[0117] Based on the degree of movement (compression) of the joystick 4 from its stationary position detected by sensor 28, control unit 5 causes (controls) a pressure change ΔP2 in loop C2, which is a proportional part of the pressure change corresponding to the rider's manual action.

[0118] Essentially, the position sensor 28 is inserted between the joystick 4 and the control unit 5 to transmit to the control unit 5 the degree of movement of the joystick 4 relative to its stationary position, and more generally, the control unit 5 causes a proportional portion of the action on the cylinder 3' corresponding to the detected movement of the joystick 4.

[0119] In other words, in this case, System 1' is also a hybrid system, offering the possibility of both manual and automatic actions for the rider. However, unlike the previous case, manual actions are also managed electronically.

[0120] Therefore, in this case, system 1' is also configured to provide at least the following three possible operating modes:

[0121] - First operating mode, in which the operation of clutch 2 is completely manual (manual management).

[0122] - Second operating mode, in which the operation of clutch 2 is fully automatic (electronically managed).

[0123] - The third operating mode, in which the operation of clutch 2 is basically automatic, but has the possibility of manual control takeover (by the rider).

[0124] According to one aspect of the invention, system 1' is configured to allow at least two of the three operating modes described above.

[0125] According to another aspect of the invention, system 1' can be configured to provide a fourth operating mode in which the operation of clutch 2 is substantially manual, but has the possibility of being automatically corrected by control unit 5 (auxiliary mode).

[0126] According to one aspect of the invention, in this case, system 1' is also configured to allow at least two of the four operating modes described above.

[0127] According to another aspect of the invention, one or more of the above-described possible operating modes can be enabled or disabled manually (e.g., by a selector (not shown) connected to the control unit 5) and directly by means of the control unit 5 (e.g., based on the detection of certain operating conditions of the motorcycle).

[0128] Therefore, in Figure 1 and Figure 2 In both embodiments, systems 1 and 1' for controlling clutch 2 include: a first control section for clutch that can be manually operated by a rider via a lever 4; a second control section for clutch that can be electronically operated by a control unit 5; and actuator cylinders 3 and 3' connected to clutch 2 to adjust its opening, and belonging to both the first and second control sections in a shared relationship; wherein systems 1 and 1' are configured to allow at least one hybrid operating mode in which actuator cylinders 3 and 3' operate in both the case of the first and second control sections, and the actions of the first and second control sections can overlap in parallel when adjusting the opening of clutch 2.

[0129] In particular, Figure 1 and Figure 2 In both embodiments, the control system 1, 1' for clutch 2 includes another actuating cylinder 6, which is driven by control unit 5 and fluidly connected to actuating cylinders 3, 3'.

[0130] Based on the above, according to another aspect of the invention, a kit for modifying the clutch control system of a motor vehicle (particularly a motorcycle) is advantageously proposed, wherein the original system includes a lever 4 for operating the clutch arranged on the handlebars of the motor vehicle, a first actuation cylinder (not shown) fastened to the motor vehicle and inserted between the lever 4 and the clutch 2 to allow adjustment of the clutch opening according to a known pattern, and a control unit 7 for controlling the engine of the motor vehicle.

[0131] In this case, the kit of the present invention includes:

[0132] - New actuating cylinders 3, 3', whose size and configuration are designed to replace the first original actuating cylinder while maintaining a secure connection to the motor vehicle (i.e., position, fastening method and device).

[0133] - Control unit 5 for controlling clutch 2;

[0134] - Electric motor 21;

[0135] - A second actuation cylinder 6, driven by the control unit 5 via an electric motor 21 and fluidly connected to the new actuation cylinders 3 and 3';

[0136] - CAN line E is used to connect the control unit 5 of clutch 2 and the control unit 7 of motor to each other.

[0137] In addition to the CAN line E mentioned above, as shown below, there may also be multiple sensors connected to the control unit 5 and / or a connection interface to the vehicle's (not shown) onboard network (CAN).

[0138] The new actuating cylinders 3 and 3' of the kit have two internal control chambers 13 and 14, which are cascaded together and contain corresponding control fluids; wherein the first control chamber 13 is fluidly connected to the first circuit C1 hydraulically driven by the lever 4, and the second chamber 14 is fluidly connected to the second circuit C2 hydraulically driven by the second actuating cylinder 6.

[0139] The new actuation cylinders 3 and 3' of the kit also include: a bushing 8 longitudinally defined by a front cover 9 and a rear cover; a piston 11 slidably connected inside the bushing 8 and provided with a rod 12 protruding from the front cover 9 to open the clutch 2; and a separator 15 for sealingly separating the two chambers 13 and 14, the separator 15 being inserted between the piston 11 and the rear cover 10 and movable between the front cover 9 and the rear cover 10; wherein the first chamber 13 is longitudinally defined by the separator 15 and the piston 11 and is provided with a corresponding inlet 17 through which the first chamber 13 communicates with the aforementioned first circuit C1; and the second chamber 14 is longitudinally defined by the separator 15 and the rear cover 10 and is provided with a corresponding inlet 18 through which the second chamber 14 communicates with the aforementioned second circuit C2.

[0140] Specifically, as described above, the separator 15 is movable relative to the piston 11. Furthermore, an elastic element, particularly a coil spring 16, is inserted between the separator 15 and the piston 11.

[0141] The following will refer to Figure 1 The implementation methods and Figure 2 The implementation is described in the example, but reference is also made to another variation (not shown) in which the joystick 4 is absent, and therefore no manual operation is required.

[0142] One aspect to consider in the automatic control logic of clutch 2 is the need to adjust the opening degree of clutch 2 with maximum precision and speed.

[0143] Based on the above requirements and reference Figure 3 In the aspects of the invention described below, the control unit 5 receives a plurality of input signals A1, A2, A3, ... A according to the list indicated below. n As input, they are processed through a hierarchical control architecture with at least two levels, comprising at least two processing and control sections:

[0144] - First high-level processing and control section 5a for the dynamics of motorcycle engines;

[0145] - The second low-level processing and control section 5b is used for the actual actuation of clutch 2.

[0146] The advanced processing and control unit 5a generates a reference pressure signal P2 for controlling the pressure P2 in the connection circuit C2 between the control cylinders 3, 3' and the hydraulic actuator 6. ref The lower-level processing and control section 5b is subject to the reference pressure signal Pref, which generates the pressure P2 of the aforementioned connection circuit C2 between the control cylinders 3, 3' and the hydraulic actuator 6.

[0147] Reference pressure P ref It is the expected trend of the pressure P2 in the aforementioned connection circuit C2 between cylinders 3, 3' and hydraulic actuator 6 during the time interval of gear shifting.

[0148] like Figure 3 As shown, the high-level processing and control unit 5a further includes a sub-unit for processing input signals, referred to as the supervisor S. This supervisor S continuously monitors the motorcycle's parameters and the rider's requests (i.e., input signals A1, A2, A3, ... A1). n ), and accordingly decide in real time to implement multiple control strategies M1, M2, ... M stored in a modular memory group used by the control unit 5. n Which strategy is being used?

[0149] Essentially, each control strategy M i It represents a macroscopic scenario characterized by the occurrence of predetermined operating conditions of the motorcycle and the rider's request, and includes one or more stored reference values ​​or sets of reference values ​​for input parameters, wherein each reference value or set of reference values ​​corresponds to a predetermined subrange during the design period.

[0150] Once the macroscopic scenario described above (e.g., gear shifting) is identified, and once the detected input signals A1, A2, A3, ... A are identified... n The corresponding storage subrange (e.g., shifting from first gear to second gear) retrieves the values ​​of reference variables / parameters from the memory bank in such a subrange and uses these values ​​to generate the corresponding reference pressure signal Pref for actuating clutch 2.

[0151] In this regard, it is worth noting that control strategy M i There cannot be a fixed time interval between them, because one control strategy can be gradually merged into another. Therefore, the supervisor S decides immediately and continuously which control strategy M to implement each time. i And how to coordinate them, that is, how to coordinate them among various control strategies M i A consensus is reached between them. In other words, in relation to a control policy M... i During the time interval corresponding to the transition between different control strategies, the supervisor S can instantly select and adjust the input signals A1, A2, A3, ... A... n The most consistent strategy is to make the strategy alternate.

[0152] Therefore, the high-level processing and control section 5a simultaneously implements control strategy M. i And therefore according to the simultaneous control strategy M i Generate a reference pressure signal P for actuating clutch 2 ref .

[0153] In short, because control unit 5 involves processing a very large amount of information (input signals / parameters A1, A2, A3, ... A1) that changes rapidly over time in a short period of time, n Therefore, it is advantageous to prepare multiple values ​​for reference variables / parameters during the design phase, using these values ​​to quickly generate the aforementioned reference pressure (Pref) relative to the chosen scenario (implemented strategy). Thus, given input signals A1, A2, A3, ... A n When detected, both the macro-level scenario (strategy) and the organization within the specific scenario allow for the rapid attainment of the aforementioned reference pressure P. ref .

[0154] For the following description given as an example, the supervisor S manages three high-level control policies M1, M2, and M3 according to an architecture comprising three modules:

[0155] - The first starting control strategy M1 is used to adjust the change in the starting engine speed;

[0156] - The second anti-stall control strategy M2 is used to avoid operating with insufficient torque at high gears and low engine speeds, i.e., the torque available at a given engine speed is too long.

[0157] - The third shift control strategy M3 is used to avoid oscillations or uncomfortable conditions in actuation torque caused by significant changes in longitudinal acceleration during sudden shifts.

[0158] The modular structure of the aforementioned memory group used by the control unit 5 advantageously allows the high-level control strategies M1, M2, and M3, which can be managed by the supervisor S, to be modified or integrated (upgraded) over time.

[0159] Once the control strategy Mi that best corresponds to the detected condition (motorcycle / rider) at a given moment is identified, the control unit 5 queries the memory group to retrieve the parameters selected and determined during the design of this strategy, and uses these parameters to generate the aforementioned reference pressure signal Pref to actuate the clutch 2.

[0160] Therefore, based on the aforementioned input signals A1, A2, A3, ... A, which typically vary depending on the condition of the motorcycle, the rider's request, the engaged gear, and the wheel speed... n The supervisor S decides which of the three strategies M1, M2, and M3 to implement and how to coordinate them; that is, how to make decisions among various high-level control strategies Mi (specifically, starting, anti-stall, and shifting), and further manages one strategy M. i The transition between another strategy.

[0161] For example, if zero wheel speed is detected, a starting control strategy is selected first. Then, as the transition progresses, a shifting strategy can be selected.

[0162] Alternatively, if approaching a stop (i.e., the motorcycle decelerates to a stop), the strategy can be gradually switched from anti-stall to a starting strategy.

[0163] In all these cases, it is clear that the primary input from which the above decision-making process originates is a shift signal (or a set of signals indicating a shift), thus requiring the actuation of clutch 2.

[0164] It is also worth noting that the supervisor S can decide whether to enable or disable the electronic clutch assist, regardless of the rider's actions. In particular, this possibility is relevant in the reference... Figure 1 and Figure 2 The described implementation is given, which also provides the possibility of manually operating the clutch via the joystick 4.

[0165] The three aforementioned control strategies M1, M2, and M3, given in the case of the high-level processing and control section 5a, are described in more detail below.

[0166] Startup control strategy M1

[0167] It is a strategy designed to adjust for changes in the starting engine speed. Therefore, under control strategy M1, the aforementioned reference pressure P... ref Based on the stored reference engine speed ω ref And thus it arises.

[0168] Starting from the open state of clutch 2, adjust the closing of clutch 2, that is, reduce the pressure P2 of the connection circuit C2 between cylinders 3, 3' and hydraulic actuator 6 in a controlled manner.

[0169] The stored reference engine speed ω ref The target curve depends on the level of motion requested at startup, so it will have a relatively low value for softer startup sub-scenes and a relatively high value for more powerful startup sub-scenes.

[0170] Once the reference engine speed ω corresponding to the rider's request is selected... ref The target curve generates a pressure target P towards the hydraulic actuator 6. ref Engage clutch 2 to ensure that the engine speed ω equals the desired reference value ω. ref .

[0171] In fact, by adjusting clutch 2, the engine speed ω changes according to the position that clutch 2 itself has reached.

[0172] Anti-stall control strategy M2

[0173] This is also a strategy designed to adjust for changes in engine speed. Therefore, under control strategy M2, the reference pressure P of the connection circuit C2 between cylinders 3, 3' and hydraulic actuator 6... ref Based on the stored reference engine speed ω ref And thus it arises.

[0174] Contrary to the previous situation, we start from the closed state of clutch 2 and adjust the opening of clutch 2, that is, increase the pressure P2 of the connection circuit C2 between cylinders 3, 3' and hydraulic actuator 6 in a controlled manner.

[0175] Here, the reference pressure value P of clutch 2 is from fully closed clutch 2 to fully open clutch 2. refThe opening ramp is increased according to the desired opening ramp, which must be generated when the engine speed ω decreases to a predetermined limit value ω1 and must end when the engine speed ω will reach the stall value ω2.

[0176] Shift control strategy M3

[0177] Here, the status of the switches (not shown) connected to the pedal gear lever is monitored, and this status is read by the control unit 7 and transmitted to the control unit 5.

[0178] When a rider's shift request via pedal lever is detected, a reference pressure curve P is generated, defined, and experimentally verified. ref The curve varies over time based on the gear and gear condition (especially engine speed).

[0179] More precisely, such as Figure 4 As shown, the reference pressure curve P of the connection circuit C2 between cylinders 3 and 3' and hydraulic actuator 6 is... ref It is generated based on three reference parameters stored in the aforementioned memory group used by control unit 5.

[0180] The parameters are:

[0181] - Maximum pressure value P high ;

[0182] - Maintain pressure P high Time T hold ;

[0183] - Duration T of the slope descent of the pressure value close During the duration T close At the end, the gear shift is complete and the pressure returns to its initial minimum value.

[0184] Parameter P high T hold and T close The calibration is obtained through experimentation and, as mentioned above, depends on the motorcycle's gear and operating conditions.

[0185] As described above, control unit 5 receives multiple input signals A1, A2, A3, ... A n As input, this set of signals includes torque, motorcycle speed, and accelerator throttle opening angle, which are provided to control unit 5 by control unit 7 via a dedicated CAN bus E.

[0186] In addition, this set of signals includes the following provided to control unit 5 by a network of appropriate sensors and / or by the motorcycle's onboard network (CAN) (not shown):

[0187] - Current engine speed

[0188] - Current gear

[0189] - In control unit 7, the state of the shift strategy for torque reduction during shifting (when present).

[0190] - Status of the switch connected to the pedal shift lever (when present)

[0191] - angular velocity of the front wheel

[0192] - angular velocity of the rear wheel

[0193] - Pressure P1 measured on the primary circuit C1 (if present)

[0194] - Pressure P2 measured on secondary circuit C2

[0195] - Position of piston 25 in actuator 6

[0196] - Intervention level selected by the rider (if available)

[0197] - Drive current of motor 21

[0198] - The degree to which the joystick 4 moves (compresses) from its rest position (when sensor 28 is present).

[0199] The following is a description of section 5b of the aforementioned low-level processing and control.

[0200] The control of the motor 21 of the hydraulic actuator 6 is basically a feedback control of a multivariable system, wherein the voltage V of the motor 21 is adjusted according to the following three feedback control quantities:

[0201] - Pressure P2 in the connection circuit C2 between cylinders 3 and 3' and hydraulic actuator 6;

[0202] - Position X of piston 25 (or rod 24) of hydraulic actuator 6;

[0203] - Current I absorbed by motor 21.

[0204] like Figure 3 As shown, and as Figure 5 As shown in more detail, the low-level processing and control section 5b includes three closed-loop nested loops (i.e., an outer loop, an intermediate loop, and an inner loop within the same operation), each loop being associated with a corresponding control quantity among the three aforementioned quantities (pressure P2, position X, and current I).

[0205] In a more general, simplified implementation, the loop associated with current I may not exist.

[0206] The three control loops are nested according to logic, with the speed decreasing from the innermost loop to the outermost loop. This logic includes:

[0207] - An internal feedback control loop for the current I used to drive motor 21;

[0208] - Intermediate feedback control loop for piston 25 position X;

[0209] - An external control loop for pressure P2, which is partly open-loop and partly closed-loop, as will be explained below.

[0210] Such a control configuration is beneficial to ensure both improved control speed and improved accuracy and reliability, because the control voltage V of motor 21 and the degree of opening of clutch 2 (related to the movement Z of lever 12) are not directly or proportionally related to each other in a constant manner, but rather by means of a series of intermediate quantities (I, X, P2). In addition, the pressure P2 of the connection circuit C2 between cylinders 3, 3' and hydraulic actuator 6 is related to the position X of piston 25 (or lever 24) of hydraulic actuator 6, as explained in more detail below, and is related to each other in a non-linear manner according to a law that in turn depends on other variables, including temperature, wear of components, and clearance.

[0211] exist Figure 5 In the diagram, reference letter A indicates the comparator-controller assembly for the external control loop of the connection circuit C2 between cylinders 3, 3' and hydraulic actuator 6, which controls the pressure P2; reference letter B indicates the comparator-controller assembly for the intermediate control loop of the piston 25, which controls the position X; reference letter C indicates the comparator-controller assembly for the internal control loop of the current I absorbed by motor 21; and reference letter D indicates the actuator / system, i.e., the assembly formed by actuator 6 and clutch 2.

[0212] Based on the inputs A1, A2, A3, ... A received according to the above description n The control unit 5 generates current I, position X, and pressure P2 as outputs to adjust the opening of clutch 2 according to the request of the higher-level processing and control section 5a.

[0213] The opening degree of clutch 2 is related to the pressure P2 of the connection circuit C2 between cylinders 3, 3' and hydraulic actuator 6 (or if not considered). Figure 1 The possible actions of the rider in the configuration determine the opening of the clutch 2. The pressure P2 is related to the position X of the piston 25, which is related to the input voltage V of the motor 21. The drive current I of the motor 21 is derived from the input voltage V.

[0214] Using the feedback of current I, the control loop of motor 21 ensures the value of piston 25 position X. However, this value of position X must then be processed because the opening of clutch 2 (which is the final quantity to be controlled) does not have a linear or unique relationship with position X over time as environmental conditions change. Figure 6 curves in Figure X -P2 is shown.

[0215] In such a graph, region 1 corresponds to clutch 2 being closed: the initial axial movement X of piston 25 does not produce a significant change in pressure P2, and therefore does not produce the effect of clutch 2 being open. Therefore, such a region cannot be used for control.

[0216] Region 2 is the adjustment opening region of clutch 2: the axial movement X of piston 25 generates a corresponding change in pressure P2, thus producing a controlled opening effect of clutch 2.

[0217] Region 3 corresponds to clutch 2 being open: further axial movement X of piston 25 does not produce a significant change in pressure P2, which is close to its maximum value.

[0218] In order to control the clutch, the pressure P2 must be increased to a level sufficient to overcome the preload.

[0219] refer to Figure 6 If piston 25 is at position X=2mm (approximately) before overcoming preload, it should reach position X=4mm (approximately).

[0220] In order for control to be effective and rapid, the starting point of exceeding the preload must be identified, at which point the curve suddenly changes its slope ( Figure 7 (point Y in the middle).

[0221] Pressure control (i.e., it is necessary to calculate the position target X) ref This allows for immediate arrival at point Y, thus avoiding the useless range of actual actuation, which would lead to poor control reliability and performance.

[0222] In addition, such as Figure 8 As shown, the curve Figure X -P2 varies with other variables, such as temperature, shifting in the direction of increasing horizontal axis as temperature rises.

[0223] Therefore, for the same reason, simple control of position (X) would be neither satisfactory nor reliable, since different positions of actuator 26 need to be controlled when the forces applied to the clutch lever are equal (i.e., when the pressure P2 is equal), because other variables such as temperature, clearance and component wear (the latter being caused by the number of kilometers the motorcycle travels) are involved.

[0224] For this reason, as mentioned above, it is necessary to introduce an additional control level, specifically a control loop for pressure P2, by means of which the position target X is generated. ref This allows for consideration of curve slippage due to variables such as temperature, clearance, and component wear (thus using slippage curves corresponding to the variables involved).

[0225] At the same time, simple control of pressure (P2) is neither satisfactory nor reliable, because Figure 6 In region 3 of the graph, the movement of motor 21 and therefore the movement X of piston 25 do not significantly affect the change in pressure P2. Therefore, at least in this region, position (X) needs to be controlled.

[0226] Essentially, by thinking in reverse through the feedback chain, the outermost control loop does not directly generate a value corresponding to the input (voltage V) of motor 21, but instead generates a reference value X for the intermediate loops. ref The reference value X ref This allows for calibration to generate a reference value I for the innermost loop. ref The reference value I ref This generates a value corresponding to the input (voltage V) of the motor 21.

[0227] For the closed-loop control loop used for pressure P2, a PID controller (i.e., a combined proportional-integral-derivative type) is preferably used to take into account the current error value (proportional action), the value of the past error (integral action), and the error change (derivative action).

[0228] To facilitate the acceleration of the pressure control loop, a closed-loop loop is coupled to an open-loop (feedforward) loop, which provides a basic map to find the target position X for the first attempt. ref ( Figure 9 and Figure 10 ).

[0229] It is worth considering that, ideally, the clutch is always equal to itself, remains constant, and is indeed worn, or if recalibration can be performed every time the motorcycle (i.e., the corresponding control unit) is engaged, then a feedforward loop is sufficient: the pressure target Pref will generate the position target X in a predetermined manner. ref However, in order to account for the actual changes that clutch 2 may undergo over time and to obtain a more precise position target X, ref In addition to the contribution of open-chain loops, the contribution of closed-chain loops is also added, as shown in the figure.

[0230] Then, based on a known mode not described in detail herein, the position target X is achieved through the current control loop of motor 21. ref .

Claims

1. A control system for a clutch in a motor vehicle, particularly a motorcycle, the control system comprising: - Electronic control unit (5); - A lever (4) for operating the clutch (2) is positioned on the handlebars of the motor vehicle; - A first control section for the clutch (2), which can be manually operated by the rider via the lever (4); - A second control section for the clutch (2), which can be electronically operated by the control unit (5); - The first actuator cylinder (3, 3') is connected to the clutch (2) to adjust the opening of the clutch (2) and belongs to both the first control part and the second control part in a shared relationship; The system (1, 1') is configured to allow at least one hybrid operation mode in which the first actuation cylinder (3, 3') operates in both the case of the first control section and the case of the second control section, and the actions of the first control section and the second control section can be superimposed in parallel when the opening of the clutch (2) is adjusted.

2. The system according to claim 1, comprising a second actuating cylinder (6), the second actuating cylinder (6) being operated by the control unit (5) and fluidly connected to the first actuating cylinder (3, 3').

3. The system according to claim 2, comprising a third actuating cylinder (4a) operated by the lever (4) and fluidly connected to the first actuating cylinder (3); wherein the first actuating cylinder (3) has two internal control chambers (13, 14) for receiving corresponding control fluids; and wherein the first control chamber (13) is fluidly connected to the third actuating cylinder (4a) via a first circuit (C1), and the second chamber (14) is fluidly connected to the second actuating cylinder (6) via a second circuit (C2).

4. The system of claim 3, wherein the internal control chambers (13, 14) are arranged in cascades, and wherein the first actuating cylinder (3) comprises: Bushing (8), which is longitudinally defined by a front cover (9) and a rear cover (10); A piston (11) is slidably connected inside the bushing (8) and is provided with a rod (12) protruding from the front cover (9) to open the clutch (2); and a separator (15) for sealingly separating the two chambers (13, 14), the separator (15) being inserted between the piston (11) and the rear cover (10) and movable between the front cover (9) and the rear cover (10); wherein the first chamber (13) is longitudinally defined by the separator (15) and the piston (11) and is provided with a corresponding inlet (17) through which the first chamber (13) communicates with the first circuit (C1); and the second chamber (14) is longitudinally defined by the separator (15) and the rear cover (10) and is provided with a corresponding inlet (18) through which the second chamber (14) communicates with the second circuit (C2).

5. The system according to claim 4, wherein the separator (15) is movable relative to the piston (11).

6. The system according to claim 5, wherein an elastic element, in particular a spring (16), is inserted between the separator (15) and the piston (11).

7. The system according to claim 3, wherein the volume of the internal control chambers (13, 14) can vary independently of each other, because the chambers (13, 14) are formed in two isolated and structurally independent regions of the first actuation cylinder (3).

8. The system according to any one of claims 3 to 7, characterized in that, The system is configured to allow the clutch (2) to be fully opened from the clutch (2) closed state by both a single change (ΔP1) in the pressure (P1) of the first circuit (C1) manually generated by the rider and a single change (ΔP2) in the pressure (P2) of the second circuit (C2) electronically generated by the control unit (5); the maximum available values ​​of the change (ΔP1) in the pressure (P1) of the first circuit (C1) and the change (ΔP2) in the pressure (P2) of the second circuit (C2) are each individually sufficient to allow the clutch (2) to be fully opened from the clutch (2) closed state.

9. The system according to claim 1 or 2, characterized in that, The system includes a position sensor (28) inserted between the joystick (4) and the control unit (5) to transmit to the control unit (5) the degree of movement of the joystick (4) relative to a stationary position; the control unit (5) determines a proportional portion of the action corresponding to the detected movement of the joystick (4) on the first actuation cylinder (3').

10. A kit for modifying the clutch control system of a motor vehicle, particularly a motorcycle, wherein the original system includes a lever (4) positioned on the handlebars of the motor vehicle for operating the clutch (2), a first actuation cylinder fastened to the motor vehicle and inserted between the lever (4) and the clutch (2) to allow adjustment of the opening of the clutch (2), and a control unit (7) for controlling the engine of the motor vehicle; the kit includes: - A new actuating cylinder (3, 3') is designed in size and configuration to replace the first actuating cylinder without altering its fastening to the motor vehicle; - Control unit (5) for controlling the clutch (2); - Electric motor (21); - A second actuating cylinder (6) driven by the control unit (5) via the electric motor (21) and fluidly connected to the new actuating cylinder (3, 3'); - CAN line (E) for connecting the control unit (5) of the clutch (2) and the control unit (7) of the motor to each other.

11. The kit for modifying a clutch control system according to claim 10, wherein the first actuating cylinder (3) has two internal control chambers (13, 14) for receiving corresponding control fluids; and wherein the first control chamber (13) is fluidly connected to a first circuit (C1) hydraulically driven by the lever (4), and the second chamber (14) is fluidly connected to a second circuit (C2) hydraulically driven by the second actuating cylinder (6).

12. The kit for modifying a clutch control system according to claim 11, wherein the internal control chambers (13, 14) are arranged in cascades, and wherein the new actuation cylinder (3) comprises: Bushing (8), which is longitudinally defined by a front cover (9) and a rear cover (10); A piston (11) is slidably connected inside the bushing (8) and is provided with a rod (12) protruding from the front cover (9) to open the clutch (2); and a separator (15) for sealingly separating the two chambers (13, 14), the separator (15) being inserted between the piston (11) and the rear cover (10) and movable between the front cover (9) and the rear cover (10); wherein the first chamber (13) is longitudinally defined by the separator (15) and the piston (11) and is provided with a corresponding inlet (17) through which the first chamber (13) communicates with the first circuit (C1); and the second chamber (14) is longitudinally defined by the separator (15) and the rear cover (10) and is provided with a corresponding inlet (18) through which the second chamber (14) communicates with the second circuit (C2).

13. The kit for modifying a clutch control system according to claim 12, wherein the separator (15) is movable relative to the piston (11).

14. The kit for modifying a clutch control system according to claim 13, wherein an elastic element, in particular a spring (16), is inserted between the separator (15) and the piston (11).

15. The kit for modifying the clutch control system according to claim 11, wherein the volume of the internal control chambers (13, 14) can vary independently of each other because the chambers (13, 14) are formed in two isolated and structurally independent regions of the first actuation cylinder (3).

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