JPH0587689A - Clutch testing apparatus - Google Patents

Abstract

PURPOSE:To obtain a clutch testing apparatus which can simulate the actual state of a vehicle by adding the output torque of a driving engine and enables simulation tests both under the driving condition and under the coasting condition by one apparatus correctly and efficiently. CONSTITUTION:This clutch testing apparatus is provided with a driving motor 2 simulating the load of a vehicle, an absorbing device 3 driven with the low inertia and simulating a driving engine, and a piston 4 for coupling/releasing the clutch 1. Moreover, a driving control circuit 5 is provided which is adapted to be able to control in association with the piston 4 so that the rotating speed of the driving motor 2 is controlled and the rotating speed of the absorbing device 3 is controlled when the clutch is released, while the torque is controlled when the clutch is coupled. When a predetermined time necessary for the clutch 1 to be completely coupled has passed after the start of the coupling, the piston 4 can be automatically released by the driving control circuit 5.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch test device for equivalently simulating a drive system of an automobile and performing a clutch performance test.

[0002]

2. Description of the Related Art Conventionally, a device most commonly known as a clutch test device is provided on an input shaft 02 of a clutch 01 as a test piece and has a flywheel 03 as shown in FIG. However, it is provided with a drive motor 04 formed under a load equivalent to an actual vehicle or a load required for testing, a specimen case 05 fixed to the output side of the clutch 01, and a piston 06 for engaging and disengaging the clutch 01. It is a thing. Then, the drive motor 04 is operated at a constant rotation, the piston 06 is driven, and the clutch 01 is repeatedly engaged and disengaged to perform a test.

[0003]

However, in the conventional device as described above, when the clutch is engaged, a torque waveform as shown in FIG. 7 is generated. This torque waveform is
Only a load equivalent to an actual vehicle by the flywheel 03 and the drive motor 04 or an inertia component of a load required in a test is generated. The output torque property of the drive engine is not included, and the drive engine is used. There was a problem that could not be completely simulated.

Further, since only the input shaft 02 of the clutch 01 is rotated, only a simulated test under coasting conditions can be performed, and a simulated test under drive conditions cannot be performed.

Further, since the clutch is engaged and disengaged by the switch operation, the clutch disengagement timing may be too early or too late. In the former case, the clutch engagement is incomplete and accurate. However, in the latter case, the time required for the simulation test becomes long and an efficient test cannot be performed.

The present invention has been made in view of the above-mentioned problems, and the output torque of the driving engine can be added to simulate the actual vehicle state, and the driving condition and the coasting condition can be controlled by one device. It is an object of the present invention to develop a clutch test device that can perform a simulated test under both conditions and can accurately and efficiently perform a simulated test.

[0007]

In order to solve the above-mentioned problems, the clutch test apparatus according to the present invention has a rotary inertia body and is formed to have an inertia corresponding to the inertia of the vehicle to simulate the vehicle load. The first installed on the input side of the clutch as a prototype
And a second drive / absorption means that is formed on the output side of the clutch by simulating the drive engine and has a low rotational inertia, and can engage and disengage the clutch. And a drive control means for controlling the drive of both the drive / absorption means and the clutch engagement means. The drive control means is formed so that the first drive / absorption means can control the rotation speed. , 2nd drive
The absorbing means is formed to be controllable in conjunction with the operation of the clutch engaging means so as to control the rotation speed in the clutch disengaged state and to control the torque in the clutch engaged state. The clutch engaging means is formed so as to be capable of automatic release control after a predetermined time required for engagement has elapsed.

[0008]

When the clutch is tested, the clutch is first released based on the operation of the clutch engagement means, and in this state, the first drive / absorption means and the second drive / drive means are engaged.
The absorbing means is brought into a predetermined driving (absorption) state according to the test purpose.

At this time, both drive / absorption means are controlled in rotation speed by the drive control means.

Next, the clutch engaging means is operated to engage the clutch. The second drive / absorption means is switched from the rotation speed control to the torque control in conjunction with the clutch engagement operation.

At the time of engaging the clutch, the torque of the inertia of the first drive means simulating the vehicle load is
The inertial torque of the second drive means simulating the drive engine is added.

When the fastening is completely completed, the rotation speeds of the input side and the output side are the same, and when the predetermined time required for complete fastening is elapsed, the driving means is automatically driven. The clutch is disengaged based on the disengagement control, and the second drive / absorption means returns to the rotation speed control in conjunction with the disengagement.

As described above, one cycle of clutch engagement / disengagement is completed, and this is repeated to perform a simulation test.

In the above test, when a drive condition test is performed, the output side rotation speed is set higher than the input side rotation speed. On the other hand, when a coasting condition test is performed, On the contrary, the rotation speed on the input side is set higher than that on the output side.

[0015]

Embodiments of the present invention will be described below with reference to the drawings.

First, the structure will be described.

As shown in FIG. 1, the clutch test apparatus of the embodiment has a flywheel (rotational inertial body) 2a having a predetermined rotational inertia corresponding to a vehicle load on an input shaft 1a of a clutch 1 as a test piece. The drive motor (first drive / absorption means) 2 and the low-inertia drive / absorption device (second drive / absorption device) installed on the output shaft 1b of the clutch 1 that has a low rotational inertia and is equivalent to the drive engine. Absorption means 3), a piston 4 as a clutch engagement means capable of engaging / disengaging the clutch 1, and a drive control means 5 for performing drive control of the drive motor 2, the low inertia drive / absorption device 3 and the piston 4. I have it.

The clutch 1 has a multi-plate clutch structure in which a plurality of plates 1d are provided on the outer circumference of the input shaft 1a and the inner circumference of a case 1c connected to the output shaft 1b as shown in the figure. ..

As shown in FIG. 2, the low inertia drive / absorption device 3 accelerates the rotation of the motors 3b and 3c by the speed increasing mechanism 3a, and the speed increasing ratio has the same rotational inertia as the engine. It is set to about 10 in order to If the speed increasing ratio is too small, it is not possible to expect a sufficient reduction of the rotational inertia, and if it is too large, the physiques of the motors 3b and 3c become large. Therefore, a practically appropriate speed increasing ratio range is about 6 to 20. Is.

FIG. 3 shows an example of the speed increasing mechanism 3a. The speed increasing mechanism 3a is constructed by combining a plurality of gears g. In the figure, b indicates a bearing.

Next, FIG. 4 shows a portion of the drive control means 5 for controlling the drive of the motors 3b and 3c of the low inertia drive / absorption device 3. This part includes a rotation speed sensor 5a, a rotation setting device 5b, an engine output simulation device 5c, a fastening switch 5d, a switching control circuit 5e,
The motor control unit 5f and the fastening control unit 5g are included, that is, the motors 3b and 3c are the rotation setting devices 5b.
Alternatively, the drive control is performed by the drive signal output from the motor control unit 5f based on the control signal output from the engine output simulation device 5c.

The rotation setting device 5b and the rotation speed sensor 5
Reference numeral a denotes drive control of the motors 3b and 3c so as to set the rotation speed of the output shaft 1b of the clutch 1 to a predetermined rotation speed, and the rotation setter 5b can select any rotation speed. ing.

The engine output simulating device 5c performs drive control (torque control) of the motors 3b and 3c so that the low inertia drive / absorption device 3 generates torque simulating the output of the engine. It can be configured by an electronic control circuit having a characteristic simulation control program and mainly composed of a microcomputer for determining a torque target value by an input signal from the rotation speed sensor 5a or a torque sensor (not shown).

The control signal from the rotation setting device 5b and the control signal from the engine output simulation device 5c are always output, and either one of the two control signals is output based on the switching operation of the switching control circuit 5e. Only the motor controller 5f
It is supposed to be input to.

The switching operation of the switching control circuit 5e is performed by the engagement switch 5 which operates the piston 4 to the clutch engagement side.
This is done in conjunction with the input of d and a built-in timer.

That is, the fastening switch 5d switches the operation of the fastening control section 5g.
When d is not applied, the engagement control section 5g operates so as to supply hydraulic pressure to the piston 4 on the clutch release side,
When the engagement switch 5d is turned on, the engagement control unit 5g operates so as to supply hydraulic pressure to the clutch 4 on the clutch engagement side with respect to the piston 4. The fastening switch 5d has a structure in which it is in a non-closed state after outputting a closing signal once at the time of closing.

Then, the switching control circuit 5e does not turn on the fastening switch 5d (when there is no turn-on signal output).
Indicates that the control signal of the rotation setting device 5b is output to the motor control unit 5f, while the control signal from the engine output simulation device 5c is output to the motor control unit 5f when the fastening switch 5d is closed. Switch to. Further, the switching control circuit 5e has a built-in timer for starting the operation in response to the closing signal of the fastening switch 5d, and when the operation of the timer is completed after a predetermined time has passed, the engine output simulating device 5c outputs the signal. The state in which the control signal is output is automatically switched to the state in which the control signal for the rotation setting device 5b is output, and the operation of the engagement control section 5g is switched to the clutch release side.

The operating time of this timer is the clutch 1
Is set to the time required to start the fastening operation and reach the completely fastened state.

Further, in FIG. 4, 5h and 5j are amplifiers, and 5k is a matching circuit.

By the way, the drive control circuit 5 is provided with a portion for constantly controlling the rotation speed of the drive motor 2 to a predetermined rotation speed.
Since the configuration is a combination of a and the rotation setting device 5b,
Illustration and description are omitted.

Next, the operation of the embodiment will be described based on the time chart of FIG.

This time chart shows the case where the clutch 1 is changed from the disengaged state to the engaged state and then to the disengaged state again.

In the figure, the range A shows the clutch disengaged state. In this case, the engagement switch 5d is in the non-disengaged state in which the engagement signal is not output, whereby the engagement control section 5g releases the clutch 1. And the switching control circuit 5e operates as shown in FIG.
The control signal from the rotation setting device 5b is being output to f, whereby the motors 3b and 3c are controlled to a predetermined rotation speed.

Therefore, the output shaft 1b is controlled to a predetermined rotation speed.

On the other hand, the input shaft 1a is also controlled to a predetermined rotation speed by driving the drive motor 2 under the control of the drive control means 5. The input shaft 1a always rotates at a constant rotation speed during the test.

Therefore, as shown in FIG. 5, in the clutch disengaged state in the range A, the output shaft 1b and the input shaft 1a rotate at different rotational speeds, and the torque of the output shaft 1b is constant.

Next, in the figure, C is a fastening switch 5d.
It shows the time when was thrown in.

In response to the closing signal from the engagement switch 5d, the engagement control section 5g operates so as to hydraulically supply the piston 4 to the clutch engagement side, and the switching control circuit 5e controls the engine output simulation device 5c. The signal is switched to the side that outputs the signal to the motor control unit 5f, and the clutch 1
Is in the fastening state shown in range B. At this time, the timer incorporated in the switching control circuit 5e starts operating.

Based on the above operation, the motors 3b and 3c of the low inertia drive / absorption device 3 are activated by the engine output simulation device 5c.
The torque control is switched to the torque control based on the signal from, and the rotation speed of the output shaft 1b gradually approaches the rotation speed of the input shaft 1a.

At this time, the torque of the output shaft 1b rises as shown in the figure.

The torque characteristic when the torque is increased is
A state in which an output torque simulating the engine of the low inertia drive / absorption device 3 and a torque for the inertia are added to the torque for the inertia for simulating the vehicle load by the flywheel 2a and the drive motor 2 (shown by a chain double-dashed line). Has become.

When the clutch 1 is completely engaged, the rotation speeds of the output shaft 1b and the input shaft 1a match, and the rate of change of the torque of the output shaft 1b becomes small.

Next, D in the figure shows the time when the operation of the timer of the switching control circuit 5e is completed, that is, the time when the clutch 1 is completely engaged, and the operation time of this timer is shown. After a lapse of time, the switching control circuit 5e automatically switches to a state in which the control signal of the rotation setting device 5b shown in the figure is output to the motor control unit 5f, and the engagement control unit 5g operates to release the clutch 1.

Therefore, the clutch release state shown in the range A is changed again, and the motors 3b and 3c are rotated by the rotation setting device 5b.
Returning to the rotation speed control by, the speed is rapidly returned to the original rotation speed as shown in the figure, and the torque becomes constant.

As described above, the clutch testing device of the embodiment has the following effects.

Output shaft 1 of clutch 1 as a specimen
A low-inertia drive / absorption device 3 whose rotational inertia is suppressed to the same level as that of the drive engine is provided on b, and the low-inertia drive / absorption device 3 is torque-controlled when the clutch is engaged. , The torque of the inertia of the drive motor 2 simulating the vehicle load on the input shaft 1a, the output shaft 1
The torque corresponding to the inertia of the low drive / absorption device 3 simulating the drive engine on the b side is added. Therefore, torque characteristics equivalent to the actual vehicle state can be obtained. Since a torque can be applied to the motor, it is possible to perform a simulated test under both drive conditions and coasting conditions with one device.

After starting the engagement of the clutch 1, the clutch 1
The clutch 1 is automatically disengaged when a sufficient time has elapsed for the engagement of the clutch 1. Therefore, the clutch 1 can be disengaged accurately, and thus the clutch 1 can be securely engaged while the efficiency is improved. A good experiment is possible.

Although the embodiment has been described above with reference to the drawings, the specific structure is not limited to this embodiment, and the present invention is applicable even if there are design changes and the like within the scope not departing from the gist of the present invention. include.

For example, in the embodiment, an example of the combination means of the speed increasing mechanism 3a and the motors 3b and 3c has been shown as the low inertia drive / absorption means, but any means that can obtain the rotational inertia equivalent to that of the engine can be used. Other means may be used.

[0050]

As described above, in the clutch test apparatus of the present invention, in addition to the first drive / absorption means installed on the input side of the clutch to simulate the vehicle load,
Since the second drive / absorption that simulates a drive engine whose rotational inertia is suppressed to the same level as the drive engine is installed on the output side of the clutch, the inertia component corresponding to the vehicle load on the input side when the clutch is engaged is used. The torque corresponding to the inertia component of the second drive / absorption means simulating the drive engine on the output side is added to the torque. Therefore, the effect that the torque characteristic equivalent to the actual vehicle state can be obtained is obtained. In addition, it is possible to obtain the effect that the simulated test under both the drive condition and the coasting condition can be performed by one device.

Further, since the drive control means is a means for automatically disengaging the clutch engaging means when a predetermined time required for completely engaging the clutch has elapsed after the clutch engaging operation is started, the clutch is released. Can be accurately performed, and while this securely engages the clutch,
The effect that an efficient simulation experiment is possible is obtained.

[Brief description of drawings]

FIG. 1 is an overall view showing a clutch test device according to an embodiment of the present invention.

FIG. 2 is a structural explanatory view showing a low inertia drive / absorption device which is a main part of the embodiment device.

FIG. 3 is an explanatory view showing a speed increasing mechanism which is a main part of the embodiment apparatus.

FIG. 4 is a circuit diagram showing a main part of a drive control circuit of the embodiment apparatus.

FIG. 5 is a time chart showing the operating characteristics of the embodiment apparatus.

FIG. 6 is an overall view showing a conventional device.

FIG. 7 is a time chart showing operating characteristics when an experiment is performed by a conventional device.

[Explanation of symbols]

 1 clutch 1a input shaft (input side) 1b output shaft (output side) 2 drive motor (first drive / absorption means) 2a flywheel (rotational inertial body) 3 low inertia drive / absorption device (second drive / absorption) Means) 4 piston (clutch engagement means) 5 drive control circuit (drive control means)

Claims (1)

[Claims] 1. A first drive / absorption means which has a rotary inertia body and is formed to have an inertia according to the inertia of a vehicle, and which is installed on the input side of a clutch as a sample to simulate a vehicle load, Formed with a low rotational inertia, similar to a drive engine
Second drive / absorption means that is installed on the output side of the clutch simulating a drive engine, clutch engagement means that can engage and disengage the clutch, and control the drive of both drive / absorption means and clutch engagement means Drive control means for controlling the rotation speed of the first drive / absorption means, while the second drive / absorption means controls the rotation speed in the clutch disengagement state. In the engaged state, the torque is controlled so as to be interlocked with the operation of the clutch engaging means, and the clutch engaging means is engaged after the predetermined time required for the clutch to be completely engaged after the clutch engaging operation is started. A clutch testing device, wherein the means is formed so as to be capable of automatic release control.