JP3483405B2 - Clutch control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch control device for electrically connecting and disconnecting a clutch interposed between an engine and a power transmission system by electronically controlling a clutch actuator.

[0002]

2. Description of the Related Art In a large truck or a large bus that travels a long distance, there is an increasing demand for easy operation and automation of a driving device. One of the measures to meet this demand is automation of transmission. For small cars, torque converter type automatic cars are often used.
The automatic transmission means for large vehicles such as large trucks and buses is advantageous in terms of operation due to the extremely high cost of torque converter type automatic transmissions for large vehicles and inferior fuel consumption compared to manual transmission vehicles. Although it is large, it is not accepted by the market.

Therefore, a mechanical automatic transmission has been developed in which a torque transmission device that has been conventionally used as a transmission device for large vehicles, that is, a gear type transmission or a friction clutch is used to automate these operations. There is.
This mechanical automatic transmission is a gear shift actuator that switches the gear position of the gear transmission of a manual car,
It has a clutch actuator for connecting and disconnecting the friction clutch, and by electronically controlling these actuators, the gear type transmission and the friction clutch perform an operation similar to a human operation.

In the mechanical automatic transmission, the engagement / disengagement drive of the clutch at the time of gear shifting is performed by duty-controlling an air cylinder as a clutch actuator. The air cylinder is operated by compressed air, and compressed air is supplied to and discharged from the air cylinder by controlling the duty of an electromagnetic opening / closing valve.

However, in the clutch on / off control, the on / off adjustment is delicate, and compressed air must be supplied to and discharged from the air cylinder with high accuracy. Therefore, Japanese Patent Laid-Open No. 6-294422 discloses a technique using an electromagnetic pneumatic proportional control valve for moving compressed air proportional to the energization amount into and out of the clutch actuator in place of the electromagnetic opening / closing valve. According to this publication, one electromagnetic pneumatic proportional control valve is connected to the clutch actuator that drives the friction clutch to connect and disconnect, and the control system that controls the clutch actuator is composed of one system.

[0006]

However, since the control system of the clutch actuator disclosed in the above-mentioned publication is constituted by one system, when an abnormality occurs in this system, for example, electromagnetic pneumatic proportional control is performed. When the valve fails, it is difficult to control the clutch actuator, and it is difficult to control the clutch connection / disconnection.

Therefore, there has been proposed a technique in which an emergency circuit for an abnormal condition, in which compressed air is sent to the clutch actuator to disconnect the clutch when an abnormal condition occurs, is provided in parallel with the control system of the electromagnetic pneumatic proportional control valve. This emergency circuit is controlled by the driver. However, when this emergency circuit is used, the clutch is held in the disengaged state, which causes a problem that the vehicle cannot run.

Therefore, even if the control system of the clutch actuator is constituted by one system, or even if an emergency circuit is provided in addition to this one system, the vehicle cannot be driven when an abnormality occurs in the control system of the clutch actuator. There is a problem that becomes.

Therefore, it is an object of the present invention to provide a clutch control device which enables traveling even when an abnormality occurs in the control system of the clutch actuator.

[0010]

According to a first aspect of the present invention, there is provided a clutch interposed between an engine and a power transmission system, a clutch actuator for connecting and disconnecting the clutch, and a clutch actuator for driving the vehicle. Clutch control command means for outputting a clutch connection / disconnection signal for controlling the connection / disconnection drive of the clutch, and a first control system capable of connecting / disconnecting the clutch by operating the clutch actuator based on the clutch connection / disconnection signal. And a second control system which is arranged independently of the first control system and is capable of engaging and disengaging the clutch by operating the clutch actuator based on the clutch engaging / disengaging signal. An abnormality detecting means for detecting an abnormality in the system, and the clutch actuator by the first control system when no abnormality in the first control system is detected by the abnormality detecting means. And a control means for controlling the clutch connection / disconnection by operating the clutch actuator by the second control system when the abnormality detection means detects an abnormality in the first control system. have a, the clutch control command means, said first control system
Clutch connection / disconnection different from the clutch connection / disconnection signal output to
Signal is output to the second control system .

According to a second aspect of the invention, in the clutch control device according to the first aspect, there is provided an accelerator opening detection means for detecting an accelerator opening, and the clutch control command means is provided in the first control system. Outputting the clutch engagement / disengagement signal which is fuzzy inferred based on the accelerator opening detected by the accelerator opening detecting means, and outputting the clutch connection / disconnection signal to the second control system by the accelerator opening detecting means. The clutch connection / disconnection signal based on the opening is output.

According to a third aspect of the present invention, in the clutch control device according to the first or second aspect, there is provided an air tank for storing compressed air for operating the clutch actuator, and the first control system controls the compressed air. It has an electromagnetic pneumatic proportional control valve for supplying / discharging to / from the clutch actuator in proportion to the amount of electricity supplied according to the clutch connection / disconnection signal. This is a configuration having an electromagnetic valve that operates at a duty ratio according to the connection / disconnection signal.

According to a fourth aspect of the present invention, in the clutch control device according to any one of the first to third aspects, there is provided a clutch stroke detecting means for detecting a clutch stroke amount of the clutch, and the abnormality detecting means is provided. When the difference between the theoretical clutch stroke amount based on the clutch connection / disconnection signal and the clutch stroke amount detected by the clutch stroke detection means is equal to or greater than a predetermined value, it is determined that the first control system is abnormal.

[0014]

DETAILED DESCRIPTION OF THE INVENTION An embodiment of the present invention will be described with reference to the drawings. In FIG. 1, reference numeral 11 indicates a diesel engine (hereinafter simply referred to as engine) mounted on a vehicle. A gear type transmission 1 for changing the rotational speed of the engine 11 via a mechanical friction clutch 15 (hereinafter, simply referred to as a clutch) on an output shaft 13 of the engine 11.
7 is provided. The input shaft 39 of the gear type transmission 17 is provided with a clutch rotation speed sensor 41 that detects the rotation speed of the input shaft 39, that is, the clutch rotation speed and outputs a detection signal.

Reference numeral 19 denotes a fuel injection pump (hereinafter, simply referred to as an injection pump). The injection pump 19 is connected to the output shaft 13 of the engine 11 and is 1 / th of the output shaft 13.
An input shaft 21 that rotates at a rotation speed of 2 is provided. The control rack 23 of the injection pump 19 is driven by an electromagnetic actuator 25, and the control rack 23 and the electromagnetic actuator 25 constitute an engine output adjusting means 26 for adjusting the output of the engine 11. Reference numeral 27 is an engine speed sensor arranged near the input shaft 21.

The clutch 15 includes a flywheel 29,
The flywheel 29 and the clutch plate 31 facing the flywheel 29 are provided, and the clutch plate 31 is urged toward the flywheel 29 in the same manner as a general manual clutch.
A spring 32 as an urging means for connecting the five is provided.
The clutch 15 is released by releasing the biasing force of the spring 32.
An air cylinder 33 is provided as a clutch actuator that releases the coupling of the.

The clutch 15 is operated by adjusting the connection / disconnection state of the air cylinder 33.
The connection / disconnection state of the first control system 9 is adjusted during normal operation.
When the first control system 90 is inactive, that is, when an abnormality occurs in the first control system 90, it is performed by the second control system 100. First
The control system 90 and the second control system 100 will be described in detail later.

The clutch 15 is provided with a clutch stroke sensor 35 as clutch stroke detecting means for detecting the clutch stroke amount (stroke amount of the clutch plate 31). The engaged / disengaged state of the clutch 15 is detected based on the clutch stroke amount by the clutch stroke sensor 35. A clutch touch sensor 37 is used instead of the clutch stroke sensor 35.
May be used.

The gear position is switched by switching the gear position of the gear type transmission 17, and the gear position is switched by a gear shift unit 49 as a gear position switching means. Gear shift unit 4
9 operates based on a shift instruction from the control unit 55.

The control unit 55 includes a gear selection switch 5 for detecting the operation position of the change lever 51.
3 is connected. The shift pattern of the change lever 51 includes a D range in which gear selection is automatically performed,
There is a manual range in which gear selection is performed manually. In the D range, the control unit 55 automatically determines the shift speed according to the running condition of the vehicle, for example, the shift speed determination map corresponding to the vehicle speed and the accelerator opening degree, and this shift signal is input to the gear shift unit 49 to perform the gear shift. The unit 49 operates in response to the shift signal, and the gear position of the gear type transmission 17 is switched to the shift stage suitable for the current traveling. In the manual range, the control unit 55 detects the operation of the change lever 51 by the driver by the gear position selection switch 53, and this gear shift signal is input to the gear shift unit 49, and the gear type transmission 17
The gear position of is switched to the shift speed according to the operation of the change lever 51. The gear position at this time is displayed on a gear position indicator (not shown).

The gear shift unit 49 has a plurality of solenoid valves (only one is shown in FIG. 1) 57 which are operated by a control signal from the control unit 55, and operating air is supplied and discharged by these solenoid valves 57. Gear-type transmission 1
7, a pair of power cylinders (not shown) for driving a select fork (not shown) and a shift fork (not shown).
Each power cylinder is operated through 7, and select,
The meshing state of the gears of the gear type transmission 17 is switched in the order of shift.

The gear shift unit 49 is provided with a gear position switch 59 functioning as a gear position sensor for detecting each gear position, and a gear position detection signal from these gear position switch 59 is supplied to the control unit 5.
Input to 5.

As shown in FIG. 2, an air circuit 43 for driving the air cylinder 33 and the gear shift unit 49 is connected to each of them. The air circuit 43 is connected to the air tank 47 via the check valve 45, and is composed of three air passages 43a, 43b, 43c. The air tank 47 stores working air as compressed air that has been compressed and accumulated.

The air passage 4 is provided in one chamber of the air cylinder 33.
3a and the air passage 43b are connected in parallel. A discharge passage 46 for discharging the working air in the cylinder is connected to the other chamber. The discharge passage 46 is provided with a check valve 46a which allows only the outflow of the working air from the inside of the cylinder.

In the middle of the air passage 43a, an electromagnetic air pressure proportional control valve 91 for supplying / discharging operating air to the air cylinder 33 and an operating air for the electromagnetic air pressure proportional control valve 91 are provided in order from the air cylinder 33 side. An air filter 92 for cleaning and an electromagnetic opening / closing valve 93 for opening / closing the air passage 43a are provided.

The electromagnetic pneumatic proportional control valve 91, in normal operation, is based on a clutch connection / disconnection signal VCC from the control unit 55, which will be described later.
The working air having a pressure proportional to the energizing amount is supplied to the air cylinder 33, and the working air having a pressure proportional to the energizing amount is discharged from the air cylinder 33. The electromagnetic pneumatic proportional control valve 91 includes a valve body 91a having a supply port P, an output port A, and an exhaust port R, and these ports P,
It is composed of a spool valve 91b for switching the A and R flow paths and a solenoid 91c for driving the spool valve 91b. The valve body 91a has a feedback circuit 9 for communicating the output port A with the sliding portion of the spool valve 91b.
1d is provided. An air tank 47 is connected to the supply port P via an air filter 92 and an electromagnetic opening / closing valve 93, and the output port A has a double check valve 44.
The exhaust port R is connected to one chamber of the air cylinder 33 via
It is connected to each of the other chambers of the air cylinder 33.

The electromagnetic opening / closing valve 93 opens the air passage 43a during normal operation, supplies operating air to the electromagnetic pneumatic pressure proportional control valve 91, and when an abnormality occurs in the first control system 90, for example, electromagnetic pneumatic pressure is applied. When the proportional control valve 91 fails, the air passage 43a is closed by an abnormality determination signal from an abnormality detecting means 82 described later.

The air passage 43b is arranged in parallel with the air passage 43a and joins the air passage 43a before the air cylinder 33. A well-known double check valve 44 is provided at this merging portion, and the air passages 43a, 4a
High-pressure operating air from the operating air from 3b enters the air cylinder 33.

In the middle of the air passage 43b, a duty control valve 101 for supplying / discharging working air to / from the air cylinder 33 and an air passage 4 are provided in order from the air cylinder 33 side.
An electromagnetic on-off valve 102 for opening and closing 3b is provided respectively.

The duty control valve 101 is in a non-operating state during normal operation, and is activated by a command from the control unit 55 when an abnormality occurs in the first control system 90. The duty control valve 101 includes a solenoid on-off valve 101X that is duty-controlled to supply operating air to the air cylinder 33, and a solenoid-operated valve 1 that is duty-controlled to open the inside of the air cylinder 33 to the outside.
01Y, and based on a clutch connection / disconnection signal VCC1 described later from the control unit 55, the solenoid opening / closing valve 1 with a duty ratio corresponding to the clutch connection / disconnection signal VCC1.
Opening / closing control of 01X and 101Y is performed to control connection / disconnection of the clutch 15 and its connection / disconnection time.

The electromagnetic opening / closing valve 102 closes the air passage 43b during normal operation, and when an abnormality occurs in the first control system 90, an abnormality determination signal from an abnormality detecting means 82, which will be described later, causes an air passage 43b. open.

The first control system 90 comprises an air passage 43a, an electromagnetic pneumatic proportional control valve 91, an air filter 92, and an electromagnetic opening / closing valve 93. The second control system 100 is
It is composed of a duty control valve 101 and an electromagnetic opening / closing valve 102. The switching means is composed of the electromagnetic on-off valves 93 and 102 and the double check valve 44, and the switching means operates when the abnormality occurs in the first control system 90.
The control of No. 3 is switched from the first control system 90 to the second control system 100. A gear shift unit 49 is connected to the air passage 43c.

In FIG. 1, the output shaft 61 of the gear type transmission 17 is provided with a vehicle speed sensor 63 for issuing a vehicle speed signal. An accelerator opening sensor serving as an accelerator opening detecting means for causing the accelerator pedal 65 to generate a resistance change corresponding to the amount of depression as a voltage value, converting the voltage value into a digital signal by an A / D converter and outputting the digital signal to the control unit 55. 67 is attached. The accelerator pedal 65 is provided with a switch 67A that is closed when the accelerator pedal 65 is not depressed and is opened when the accelerator pedal 65 is depressed.

The brake pedal 69 is provided with a brake sensor 71 which is closed when the brake pedal 69 is depressed and which is opened when the brake pedal 69 is not depressed. A starter 73 is attached to the engine 11 to start the engine 11 by appropriately meshing with a ring gear on the outer circumference of the flywheel 29. Starter relay 7 provided in this starter 73
Reference numeral 5 is connected to the control unit 55, and is activated by a signal from the control unit 55.

The engine 11 is provided with a microcomputer 77 as an engine control means for performing various controls of the vehicle separately from the control unit 55. Through the microcomputer 77, input signals from various sensors (not shown) are provided. Accordingly, drive control of the engine 11 and the like are performed. The microcomputer 77 outputs an operation signal to the electromagnetic actuator 25 of the injection pump 19 according to the accelerator pseudo signal VAC from the control unit 55, and the rotation speed of the output shaft 13 of the engine 11, that is, the engine rotation speed, by the fuel increase / decrease operation. Increase or decrease the number.

In the control unit 55, the clutch connection / disconnection signal VC at the normal time for controlling the connection / disconnection state of the clutch 15 by using the first control system 90 during the normal operation.
Various means for determining C are stored. As shown in FIG. 3, the control unit 55 has therein a driver intention estimating means 81 for estimating a driver's intention, an accelerator pseudo signal determining means 83 for determining a normal accelerator pseudo signal VAC, and a clutch connection / disconnection signal. It has a clutch connection / disconnection signal determination means 85 as clutch control command means for determining VCC, and further has an accelerator opening sensor 6
7, an accelerator opening change amount detecting means 68 for calculating an accelerator opening change amount ΔVA representing a time change of the accelerator opening degree detected from the accelerator opening degree VA, and an engine speed detected by the engine speed detecting means 27. Engine rotation speed change amount Δ representing the time change of the engine rotation speed from NE
And an engine speed change amount detecting means 28 for calculating NE.

The driver willingness estimating means 81 is detected by the clutch stroke sensor 35 and the accelerator opening degree VA detected by the accelerator opening degree sensor 67, the accelerator opening degree change amount ΔVA calculated by the accelerator opening degree change amount detecting means 68. Clutch stroke amount SVC and clutch rotation speed NC detected by the clutch rotation speed sensor 41
Based on L, the accelerator opening WILL that reflects the driver's intention to operate is quantitatively estimated using fuzzy theory.

The accelerator pseudo signal determining means 83 determines the accelerator pseudo signal VAC for controlling the engine output adjusting means 26 based on the accelerator opening VA detected by the accelerator opening sensor 67. The accelerator pseudo signal determination means 83 stores a map in which the accelerator pseudo signal VAC is associated with the accelerator opening degree VA operated by the driver with the characteristic shown in the block of the accelerator pseudo signal determination means 83 in FIG. Accelerator pseudo signal determination means 83
Then, based on this map, the accelerator pseudo signal VAC is determined from the accelerator opening VA, and the accelerator pseudo signal V
The AC is output to the microcomputer 77.

The clutch connecting / disconnecting signal determining means 85 includes an accelerator opening WILL and an engine speed detecting means 2 according to the driver's intention to operate estimated by the driver's intention estimating means 81.
The clutch engagement / disengagement signal VCC for controlling the air cylinder 33 is determined using a fuzzy rule based on the engine speed NE detected in step 7, and the electromagnetic pneumatic proportional control valve 9
Output to 1.

In the control unit 55, when an abnormality occurs in the first control system 90, the second control system 10
Various means for controlling the disengaged state of the clutch 15 using 0 are stored. As shown in FIG. 4, the control unit 55 has a clutch connection / disconnection signal determination means 88 as clutch control command means for determining the clutch connection / disconnection signal VCC1 at the time of abnormality.

The clutch engagement / disengagement signal determining means 88 is used for the accelerator opening degree VA detected by the accelerator opening degree sensor 67.
A clutch connection / disconnection signal VCC1 for controlling the air cylinder 33 based on the clutch stroke amount SVC detected by the clutch stroke sensor 35 and the peak determination of the engine speed. Is output to the duty control valve 101. The peak determination of the engine speed is performed by the peak determining means 89 based on the engine speed.

In the control unit 55, an abnormality detecting means 82 for detecting an abnormality in the first control system 90 is stored. As shown in FIG. 5, the abnormality detection means 82 uses the clutch stroke amount based on the clutch connection / disconnection signal VCC determined by the clutch connection / disconnection signal determination means 85, and the first control system 90 based on the clutch connection / disconnection signal VCC. Calculates a difference from the clutch stroke amount SVC detected by the clutch stroke sensor 35 after operating the clutch 15, and when the difference is equal to or more than a predetermined value, it is determined that the first control system 90 is abnormal. .

Further, the abnormality detecting means 82 has a current value detecting circuit (not shown) for judging whether or not the control signal to the electromagnetic pneumatic proportional control valve 91 has a normal current value,
When the current value of the control signal to the electromagnetic pneumatic proportional control valve 91 is not a normal current value, it is determined that the abnormality of the first control system 90 has occurred. For example, when the current value of the control signal is abnormally smaller than the current value at the normal time, it is determined that the electromagnetic pneumatic proportional control valve 91 is broken, and the current value of the control signal is abnormally higher than the current value at the normal time. At times, it is determined that a short circuit has occurred in the electromagnetic pneumatic proportional control valve 91. Further, when an abnormality is detected by the abnormality detecting means 82, an alarm lamp (not shown) is turned on.

When an abnormality is detected by the abnormality detecting means 82, the control unit 55 stops the operation of the first control system 90 and operates the second control system 100 to control the clutch 15. First control system 90
To the second control system 100.

Next, the connecting / disconnecting drive of the clutch 15 will be described. During normal operation, the control unit 55
Opens the electromagnetic opening / closing valve 93 to supply working air to the air passage 43a, and actuates the electromagnetic pneumatic proportional control valve 91 to control the connection / disconnection of the clutch 15. Further, the electromagnetic opening / closing valve 102 is closed to close the air passage 43b and the duty control valve 101 is deactivated.

The driver intention estimating means 81, the accelerator pseudo signal determining means 83 and the clutch connecting / disconnecting signal determining means 85 in the control unit 55 determine the accelerator pseudo signal VAC and the clutch connecting / disconnecting signal VCC, and these signals are supplied to the microcomputer. 77 and electromagnetic air pressure proportional control valve 91, respectively.

The microcomputer 77 outputs an operation signal to the electromagnetic actuator 25 of the injection pump 19 according to the accelerator pseudo signal VAC to increase / decrease the fuel and control the rotational speed of the engine 11. Based on the clutch connection / disconnection signal VCC, the electromagnetic pneumatic proportional control valve 91 supplies the air cylinder 33 with working air having a pressure proportional to the amount of electricity supplied according to the clutch connection / disconnection signal VCC, or from the air cylinder 33. Is discharged to control connection / disconnection of the clutch 15.

During normal operation, the control unit 55
The abnormality detecting means 82 in the inside detects the clutch stroke amount based on the clutch connection / disconnection signal VCC and the clutch connection / disconnection signal VCC.
The difference with the clutch stroke amount SVC after the clutch 15 is operated is constantly calculated based on When this difference is equal to or larger than the predetermined value, the abnormality detecting means 82 determines that the clutch 15 is not moving the clutch stroke amount according to the clutch connection / disconnection signal VCC, and the first control system 90
It is determined that an abnormality has occurred in the. The abnormality of the first control system 90 may be, for example, a failure of the electromagnetic pneumatic proportional control valve 91.

By the abnormality detecting means 82, the first control system 9
When it is determined that an abnormality has occurred in 0, the control unit 55 stops the operation of the first control system 90 and also operates the second control system 100 to set the control system of the clutch 15 to the first control system. The control system 90 is switched to the second control system 100. That is, the control unit 55 closes the electromagnetic opening / closing valve 93 to close the air passage 43a and deactivates the electromagnetic pneumatic proportional control valve 91. Further, the electromagnetic opening / closing valve 102 is opened to open the air passage 43.
In addition to supplying working air to b, the duty control valve 1
01 is operated to control connection / disconnection of the clutch 15.

The control system of the clutch 15 is the first control system 90.
When the control system 55 is switched to the second control system 100, the clutch connection / disconnection signal determining means 88 in the control unit 55 is provided.
Thus, the clutch connection / disconnection signal VCC1 is determined, and this signal is output to the duty control valve 101. The accelerator pseudo signal VAC determined by the accelerator pseudo signal determination means 83 is input to the microcomputer 77.
Even when controlling the second control system 100, the same accelerator signal VAC as the signal used when controlling the first control system 90 is used.

The microcomputer 77 outputs an actuation signal to the electromagnetic actuator 25 of the injection pump 19 in response to the accelerator pseudo signal VAC to increase / decrease the fuel and control the rotational speed of the engine 11. Based on the clutch connection / disconnection signal VCC1, the duty control valve 101 supplies the working air to the air cylinder 33 at a duty ratio according to the clutch connection / disconnection signal VCC1, or discharges the working air from the air cylinder 33 to release the clutch. Control the connection and disconnection of 15.

By the control described above, the air cylinder 3
An abnormality has occurred in the first control system 90 that performs connection / disconnection control of No. 3,
Even if it becomes difficult to control the connection / disconnection of the air cylinder 33 by the first control system 90, an abnormality of the first control system 90 is detected, and the connection / disconnection control of the air cylinder 33 is automatically performed.
From the second control system 100 to the air cylinder 3
The connection / disconnection control of 3 is continued. Therefore, even if an abnormality occurs in the first control system 90, the connection / disconnection control of the air cylinder 33 can be performed.

For example, if the electromagnetic pneumatic proportional control valve 91 fails during normal operation and it becomes difficult to discharge the working air from the air cylinder 33, the clutch 15 is disengaged and the vehicle cannot run. Also, the electromagnetic pneumatic proportional control valve 91
When it becomes difficult to supply the working air to the air cylinder 33 due to a failure, the clutch 15 will be in the contact state and the vehicle will run out of control. According to the present invention, when the electromagnetic pneumatic proportional control valve 91 fails, When this failure is detected, the use of the electromagnetic pneumatic proportional control valve 91 is stopped, and the duty control valve 101 is used to perform connection / disconnection control of the air cylinder 33. Therefore, when the electromagnetic pneumatic proportional control valve 91 fails. It is possible to prevent the vehicle from being unable to run or running out of control.

In the above embodiment, the electromagnetic pneumatic proportional control valve 91 is used for normal operation and the duty control valve 1 is used for abnormal operation.
However, the electromagnetic pneumatic proportional control valve 91 or the duty control valve 101 may be used in both the normal operation and the abnormal state. Further, in the above-described embodiment, the clutch connection / disconnection signal determining means 88 is used so that the normal operation can be performed even when the second control system 100 is used, but the second control system 100 is used for emergency. In that case, the control of the second control system 100 may be simplified.

[0055]

As described above, according to the invention of claim 1, the first control system for activating the clutch actuator based on the clutch connection / disconnection signal from the clutch control command means during the normal operation, and the first control system. And a second control system that operates the clutch actuator based on the clutch connection / disconnection signal from the clutch control command means when the control system is in the operating state and is in the operating state.
An abnormality detecting means for detecting an abnormality of the first control system, and when the abnormality detecting means detects an abnormality of the first control system, the control system of the clutch actuator is changed from the first control system to the second control system. since a control unit for switching, abnormality occurs in the first control system, even if difficult to control the clutch actuator by the first control system, the abnormality detecting means detects an abnormality of the first control system then The control means automatically switches the control of the clutch actuator from the first control system to the second control system, and outputs the clutch control to the first control system.
Outputs a clutch connection / disconnection signal different from the signal to the second control system
Then, control of the clutch actuator is continued. Therefore, even if an abnormality occurs in the first control system, the clutch actuator can be controlled, and the vehicle cannot be prevented from running.

According to the second aspect of the present invention, the clutch control command means outputs the clutch connection / disconnection signal which is fuzzy inferred based on the accelerator opening detected by the accelerator opening detecting means during the normal operation. When the abnormality detection means determines that the first control system is abnormal, the clutch connection / disconnection signal based on the accelerator opening detected by the accelerator opening detection means is output to the control system. Therefore, the driver's will is sufficiently reflected in the control of the clutch actuator during normal operation, and the feeling of operation of the clutch can be improved. When the first control system is abnormal,
The complexity of the control can be suppressed by controlling the conventional clutch actuator.

According to the third aspect of the present invention, the first control system supplies and discharges the compressed air to and from the clutch actuator in proportion to the amount of electricity supplied according to the clutch connection / disconnection signal. Since the second control system has an electromagnetic valve for supplying / discharging compressed air to / from the clutch actuator at a duty ratio according to the clutch connection / disconnection signal, the electromagnetic air pressure proportional control valve is used during normal operation. By doing so, the responsiveness of control of the clutch actuator can be improved, and when the first control system is abnormal, duty control of the normal solenoid valve is used to improve the reliability of the control system of the clutch actuator. It can have a simple structure.

According to the fourth aspect of the invention, when the abnormality detecting means determines that the difference between the theoretical clutch stroke amount based on the clutch engagement / disengagement signal and the clutch stroke amount detected by the clutch stroke detecting means is equal to or more than a predetermined value, Since it is determined that the first control system is abnormal, it is not necessary to provide a detection unit such as a sensor for detecting an abnormality for each member forming the first control system, and the configuration can be simplified.

[Brief description of drawings]

FIG. 1 is a schematic overall configuration diagram of a mechanical automatic transmission showing an embodiment of the present invention.

FIG. 2 is an air circuit diagram for driving an air cylinder and a gear shift unit.

FIG. 3 is a schematic configuration diagram showing a main part of a clutch control device, and is an explanatory diagram illustrating determination of a clutch connection / disconnection signal VCC and an accelerator pseudo signal VAC during normal operation.

FIG. 4 is a schematic configuration diagram showing a main part of a clutch control device, and is an explanatory diagram for explaining determination of a clutch connection / disconnection signal VCC1 when an abnormality occurs.

FIG. 5 is a schematic configuration diagram showing a main part of a clutch control device, and is an explanatory diagram for explaining abnormality determination of a first control system.

[Explanation of symbols]

11 engine 15 clutch 33 Air cylinder 35 Clutch stroke sensor 44 double check valve 47 air tank 49 Gear shift unit 55 Control Unit 67 Accelerator position sensor 77 Microcomputer 81 Driver's intention estimation means 82 Abnormality detection means 83 Accelerator pseudo signal determination means 85, 88 clutch connection / disconnection signal determination means 90 First control system 91 Electromagnetic air pressure proportional control valve 92 Air filter 93 solenoid valve 100 Second control system 101 Duty control valve 102 solenoid valve

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Shigeki Fukushima 5-3-8 Shiba, Minato-ku, Tokyo, Mitsubishi Motors Corporation (72) Hiroyuki Tanaka 5-33-8 Shiba, Minato-ku, Tokyo Issue: Within Mitsubishi Motors Corporation (56) References JP-A-6-294422 (JP, A) JP-A-3-79817 (JP, A) JP-A-3-74636 (JP, A) (58) Fields surveyed (Int.Cl. ⁷ , DB name) F16D 25/12

Claims (4)

(57) [Claims] 1. A clutch interposed between an engine and a power transmission system, a clutch actuator for connecting and disconnecting the clutch, and a clutch for connecting and disconnecting the clutch according to an operating state of a vehicle. Clutch control command means for outputting a clutch connection / disconnection signal, a first control system capable of connecting / disconnecting the clutch by operating the clutch actuator based on the clutch connection / disconnection signal, and the first control system are independent of each other. A second control system capable of engaging and disengaging the clutch by operating the clutch actuator based on the clutch engaging and disengaging signal; and an abnormality detecting means for detecting an abnormality of the first control system. When the abnormality detecting means detects no abnormality in the first control system, the clutch actuator is operated by the first control system to detect the abnormality. The when the first control system abnormality is detected, the actuates the clutch actuator by the second control system, and a control means for controlling the disengagement of the clutch, the clutch control command by Means outputs to the first control system
The clutch connection / disconnection signal different from the clutch connection / disconnection signal
A clutch control device characterized by outputting to a second control system . 2. An accelerator opening detection for detecting an accelerator opening.
Means, and the clutch control command means is provided on the first control system.
The accelerator detected by the accelerator opening detection means
Fuzzy inference based on the degree of opening
Signal is output to the second control system to detect the accelerator opening.
Based on the accelerator opening detected by the means
A clutch connection / disconnection signal is output.
The described clutch control device. 3. Actuating the clutch actuator
Has an air tank for storing compressed air, and the first control system includes the clutch actuator and an upper tank.
It is interposed between the air tank and the compressed air.
Supply and discharge to the clutch actuator using the above clutch
Electro-pneumatic pressure ratio performed in proportion to the energization amount according to the connection / disconnection signal
An example control valve is provided, and the second control system is connected to the clutch actuator and the upper side.
It is interposed between the air tank and the compressed air.
Supply and discharge to the clutch actuator using the above clutch
Equipped with a solenoid valve that operates with a duty ratio according to the disconnection signal
The clutch control device according to claim 1 or 2, characterized in that
Place 4. A clutch stroke amount of the clutch is detected.
The clutch stroke detecting means is provided, and the abnormality detecting means is a theory based on the clutch connection / disconnection signal.
Clutch stroke amount and above clutch stroke detection hand
The difference from the clutch stroke amount detected in the
In the above case, it may be judged that the first control system is abnormal.
The method according to any one of claims 1 to 3, characterized in that
Clutch control device .