JP2018080784A - Clutch control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To decrease deviation of deterioration of a plurality of flow control valves that are arranged in parallel and may be simultaneously operated.SOLUTION: A clutch control device 2 includes a plurality of valves 41 and 42 (valves 43 and 44) arranged in parallel between a pressure chamber of a clutch actuator and a supply side (discharge side) of working fluid, a signal generating section 53 which can generate two or more kinds of control signals for performing air flow control through the valves 41 and 42, and an output destination change over section 56 for changing over the valves (41 and 42) which are output destinations of the two or more kinds of the control signals in accordance with prescribed conditions influencing the number of times of driving of the valves 41 and 42 and outputting the control signals.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a clutch control device that controls connection / disconnection of a clutch device by controlling supply and discharge of a working fluid to / from a clutch actuator capable of adjusting connection / disconnection of the clutch device.

  2. Description of the Related Art Conventionally, a technique for controlling transmission of driving force between an engine and a transmission mechanism by arranging a clutch between the engine and the transmission mechanism and controlling connection / disconnection of the clutch is known.

  There is also known a technique for controlling connection / disconnection of a clutch using a fluid (working fluid) such as air or hydraulic oil.

  For example, in a clutch control device, a plurality of solenoid valves that form fluid discharge paths from a cylinder in parallel are provided, and one of the plurality of solenoid valves is selectively opened when the clutch is engaged. In addition, a technique is known that can improve the durability of the device by dispersing electromagnetic valves whose energized state is switched during operation between a plurality of electromagnetic valves (see, for example, Patent Document 1).

Japanese Patent Laid-Open No. 10-331871

  For example, the technique of Patent Document 1 described above is a technique that can be applied when only one of a plurality of solenoid valves is operated, and is applied when a flow rate adjusting valve such as a plurality of solenoid valves is operated simultaneously. Not possible. For this reason, when a plurality of flow rate adjustment valves are used at the same time, there is a possibility that the deterioration of the flow rate adjustment valve is biased to only one of the flow rate adjustment valves according to the energized state of each flow rate adjustment valve.

  Then, an object of this invention is to provide the technique which can reduce the bias | inclination of deterioration of the several flow regulating valve which is arrange | positioned in parallel and may operate | move simultaneously.

  In order to achieve the above object, a clutch control device according to an aspect of the present invention controls supply and discharge of a working fluid to and from a clutch actuator capable of adjusting connection / disconnection of the clutch device by supplying and discharging the working fluid. Thus, the clutch control device controls the connection / disconnection of the clutch device, and the clutch actuator has a piston that acts on the connection / disconnection of the clutch device by moving, and a cylinder that houses the piston, The piston can be moved by supplying and / or discharging the working fluid to and from the pressure chamber enclosed by the pressure chamber, and in parallel with at least one of the pressure chamber and the supply or discharge side of the working fluid. Two or more types for adjusting the flow rate of the working fluid by using a plurality of arranged flow rate adjusting valves and a plurality of flow rate adjusting valves. In accordance with a control signal generating means capable of generating the control signal and a predetermined condition that affects the number of times of driving the flow rate adjusting valve, the flow rate adjusting valve that is the output destination of each of the two or more types of control signals is changed and output. Output destination control means.

  In the above clutch control device, the clutch device is provided between a drive source that generates a driving force and a transmission that performs a shift, and the predetermined condition is a condition related to the number of times the shift is performed by the transmission. May be.

  Further, in the clutch control device, the flow rate adjusting valve can adjust the flow rate of the working fluid by adjusting the duty ratio indicating the ratio of the time to be in the open state with respect to the entire time of one cycle. The control signal generation means includes first signal generation means capable of outputting a first control signal for operating the flow rate adjustment valve at a constant duty ratio, and feedback processing based on the movement amount of the piston. You may provide the 2nd signal production | generation means which can output the 2nd control signal for operating by duty ratio obtained through a process.

  Further, in the clutch control device, the piston position is a first range in which the rate of change of the piston movement amount with respect to the change amount of the working fluid in the pressure chamber is low, and the piston movement amount with respect to the change amount of the working fluid in the pressure chamber If the piston position determining means determines whether the piston position is within the first range by the piston position determining means for determining which range is the second range where the rate of change of Valve control means for causing the control signal generating means to generate control signals for operating more flow rate adjusting valves than when the position is in the second range may be further provided.

  In the clutch control device, the flow rate adjusting valve is provided in parallel between the pressure chamber and the discharge side, and a plurality of supply valves arranged in parallel between the pressure chamber and the working fluid supply side. And a plurality of discharge valves arranged in a row.

  ADVANTAGE OF THE INVENTION According to this invention, the bias | inclination of deterioration of the several flow regulating valve which is arrange | positioned in parallel and may operate | move simultaneously can be reduced.

It is a typical lineblock diagram of a clutch system provided with a clutch control device concerning a 1st embodiment of the present invention. It is a functional lineblock diagram of ECU concerning a 1st embodiment of the present invention. FIG. 3A is a diagram showing the relationship between the stroke and the release load in the clutch actuator according to the first embodiment of the present invention. FIG. 3B is a diagram showing the relationship between the stroke and the air supply amount in the clutch actuator according to the first embodiment of the present invention. It is a flowchart of the clutch disengagement process which concerns on 1st Embodiment of this invention. It is a flowchart of the clutch engagement process which concerns on 1st Embodiment of this invention. It is a typical block diagram of a clutch system provided with the clutch control apparatus which concerns on 2nd Embodiment of this invention.

  Hereinafter, a clutch control device according to an embodiment of the present invention will be described with reference to the accompanying drawings. The same parts are denoted by the same reference numerals, and their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  FIG. 1 is a schematic configuration diagram of a clutch system including a clutch control device according to a first embodiment of the present invention.

  The clutch system 1 includes a clutch device 10, a clutch actuator 20, a clutch control device 2, and a stroke sensor 18.

  The clutch device 10 includes a flywheel 12, a clutch disk 13, a pressure plate 14, a clutch cover 15, a diaphragm spring 16, and a release bearing 17.

  The flywheel 12 is connected to a crankshaft 11 to which a driving force of an engine (drive source) (not shown) is transmitted so as to be integrally rotatable. A clutch cover 15 is fixed to the outer peripheral edge of the flywheel 12 on the side opposite to the crankshaft 11.

  The clutch disk 13 is disposed coaxially with the crankshaft 11 and is attached to an input shaft 31 of a transmission (not shown) which is spline-fitted so as to be axially movable and integrally rotatable, and an outer peripheral portion of the mounting portion 13A. And an annular disc main body portion 13B fixed to each other, and a friction plate 13C fixed to both surfaces of the outer edge portion of the disc main body portion 13B.

  The pressure plate 14 is disposed on the opposite side of the clutch disk 13 from the flywheel 12 so as to be in contact with the friction plate 13C. An outer edge portion of the diaphragm spring 16 is disposed on the surface of the pressure plate 14 opposite to the flywheel 12 so that the outer edge of the diaphragm spring 16 can come into contact with the pressure plate 14. When pressed by the diaphragm spring 16, the clutch disc 13 can be pressed against the flywheel 12. It has become. When not pressed by the diaphragm spring 16, the spring is moved to the side opposite to the flywheel 12 by a spring (not shown) so that the clutch disk 13 is not pressed against the flywheel 12.

  The diaphragm spring 16 is a substantially conical spring member in an unloaded state, and an intermediate portion between the inner edge portion and the outer edge portion is attached to the clutch cover 15. The outer edge portion of the diaphragm spring 16 is disposed so as to contact the side opposite to the flywheel 12 of the pressure plate 14, and the inner edge portion of the diaphragm spring 16 is disposed so as to contact the surface of the release bearing 17 on the flywheel 12 side. Has been.

  In the present embodiment, when the release bearing 17 does not press the inner edge of the diaphragm spring 16 toward the flywheel 12, the outer edge of the diaphragm spring 16 presses the pressure plate 14 toward the flywheel 12, and the clutch disk 13 is brought into pressure contact with the flywheel 12, that is, the clutch device 10 is brought into a contact state. On the other hand, when the release bearing 17 presses the inner edge of the diaphragm spring 16 toward the flywheel 12, the outer edge of the diaphragm spring 16 moves to the opposite side of the flywheel 12, and the outer edge of the diaphragm spring 16 moves. The pressure plate 14 is not pressed, and the clutch disc 13 is not pressed against the flywheel 12, that is, the clutch device 10 is disconnected.

  The release bearing 17 is configured such that the inner ring flywheel 12 side comes into contact with the inner edge of the diaphragm spring 16, and the outer ring flywheel 12 side is connected to a piston 22, which will be described later, of the clutch actuator 20. The spring 16 and the piston 22 can rotate relative to each other, and can move in the axial direction of the input shaft 31 as the piston 22 moves in the axial direction.

  The clutch actuator 20 includes a cylinder 21 that is disposed around the input shaft 31 so as to be relatively rotatable, and a piston 22 that is movable in the axial direction within the cylinder 21. A pressure chamber 23 is formed by the surface of the piston 22 opposite to the flywheel 12 and the inner wall of the cylinder 21, and is opened by the outer peripheral surface of the piston 22, the surface of the flywheel 12, and the inner wall of the cylinder 21. A chamber 24 is formed.

  The cylinder 21 is provided with an air supply pipe 25 for supplying air (an example of a working fluid) into the pressure chamber 23 and an exhaust pipe 26 for discharging air from the pressure chamber 23. . The cylinder 21 is formed with an open hole 21 </ b> A that allows the open chamber 24 to communicate with the outside (for example, the outside at atmospheric pressure).

  According to the clutch actuator 20, by supplying air into the pressure chamber 23, the piston 22 can be moved to the flywheel 12 side to disengage the clutch device 10, and the air is discharged from the pressure chamber 23. By doing so, the piston 22 can be moved to the opposite side to the flywheel 12, and the clutch apparatus 10 can be made into a contact state.

  The clutch control device 2 includes a plurality of valves (flow rate adjustment valves, supply (supply) valves) 41 and 42 arranged in parallel between the supply side for supplying air and the supply pipe 25. , A plurality of valves (flow rate adjusting valves, exhaust (exhaust) valves) 43 and 44 and valves 41, 42, 43, 44 arranged in parallel between the exhaust side for exhausting air and the exhaust pipe 26. And an electronic control unit (ECU) 50 for controlling.

  The valves 41 and 42 are in a state in which the air supply side and the pressure chamber 23 are communicated to supply air (supply state), and a state in which the air supply side and the pressure chamber 23 are shut off to stop air supply (supply) Can be switched to the stop state). In the present embodiment, the supply amount of air that can be supplied in the supply state is the same as that of the valves 41 and 42. In the present embodiment, the valves 41 and 42 can be switched between a supply state and a supply stop state under the control of the ECU 50, and the ratio of the time during which the supply state is reduced to the entire time of one cycle ( By changing the (Duty ratio), the supply amount of air can be adjusted.

  The valves 43 and 44 communicate with the exhaust side and the pressure chamber 23 to discharge air (discharge state), and shut off the exhaust side and the pressure chamber 23 to stop air discharge (discharge stop state). ) And can be switched to. In the present embodiment, the amount of air that can be discharged in the discharged state is the same as that of the valves 43 and 44. In the present embodiment, the valves 43 and 44 can be switched between a discharge state and a discharge stop state under the control of the ECU 50, and the ratio of the time during which the valve 43 and 44 are in the discharge state in the entire time of one cycle ( By changing (Duty ratio), the amount of air discharged can be adjusted.

  The stroke sensor 18 detects the amount of movement (stroke amount) from the predetermined reference position of the piston 22 of the clutch actuator 20. The stroke sensor 18 notifies the ECU 50 of the detected stroke amount.

  Next, the ECU 50 will be described in detail.

  FIG. 2 is a functional configuration diagram of the ECU according to the first embodiment of the present invention.

  The ECU 50 controls connection / disconnection of the clutch device 10 and includes a known CPU, ROM, RAM, input port, output port, and the like.

  The ECU 50 includes a clutch operation determination unit 51, a control determination unit 52 as an example of a piston position determination unit and a valve control unit, a signal generation unit 53 as an example of a control signal generation unit, and an example of an output destination switching unit. The output destination switching unit 56 is included as a part of functional elements. Each of these functional elements will be described as being included in the ECU 50 that is an integral piece of hardware, but any one of them can be provided in separate hardware.

  The clutch operation determination unit 51 determines whether or not to perform a shift in the transmission based on a vehicle speed from a vehicle speed sensor (not shown), an accelerator opening from an accelerator opening sensor, and the like. It is determined whether or not it is necessary to start the disengagement operation, and when it is necessary to start the clutch disengagement operation, the control determining unit 52 is notified of this. Further, the clutch operation determination unit 51 determines whether or not the clutch engagement operation needs to be started (for example, whether or not the shift of the transmission is completed), and when the clutch engagement operation needs to be started. Notifies the control determination unit 52 to that effect. In addition, the clutch operation determination unit 51 notifies the output destination switching unit 56 of the occurrence of a shift by the transmission.

  The control determination unit 52 determines the number of valves to be controlled (driven) and also determines the type of valve to be controlled (whether it is a supply valve or an exhaust valve). And the number of valves are notified to the signal generation unit 53, and the type of valve is notified to the output destination switching unit 56.

  In the present embodiment, when performing the clutch disengagement operation, the control determining unit 52 determines that the valve to be driven is two when the stroke amount of the piston 22 is not greater than a predetermined threshold, and determines the valve to be controlled. The type is determined as a supply valve (valve 41 and valve 42). The threshold will be described later.

  Further, when performing the clutch disengagement operation, the control determining unit 52 determines that the valve to be controlled is one and supplies the type of valve to be controlled when the stroke amount of the piston 22 is larger than a predetermined threshold value. Decided to be a care valve.

  Further, when performing the clutch engagement operation, if the stroke amount of the piston 22 is not greater than a predetermined threshold, the control determination unit 52 determines two valves to be controlled and sets the types of valves to be controlled. Determined as exhaust valve.

  Further, when performing the clutch engagement operation, the control determining unit 52 determines that the valve to be controlled is one when the stroke amount of the piston 22 is larger than a predetermined threshold, and the type of the valve to be controlled is exhausted. It is determined as a valve.

  The signal generation unit 53 includes a fixed control unit 54 as an example of a first signal generation unit and a feedback control unit 55 as an example of a second signal generation unit. The fixed control unit 54 and / or the feedback control unit 55 are operated based on the type and the number of valves to be driven. In the present embodiment, when the signal generation unit 53 receives a notification from the control determination unit 52 that the number of valves to be driven is two, the signal generation unit 53 operates the fixed control unit 54 and the feedback control unit 55 to drive the valves to be driven. When the notification that the number is 1 is received, the feedback control unit 55 is operated. In addition, the signal generation unit 53 causes the fixed control unit 54 and / or the feedback control unit 55 to perform an operation of generating a control signal corresponding to the type of the notified valve.

  The fixed control unit 54 outputs a control signal (first control signal) for operating the valve at a fixed duty ratio to the output destination switching unit 56.

The feedback control unit 55 outputs a control signal (second control signal) for operating the valve at a duty ratio obtained by processing including feedback control. The feedback control unit 55 includes a target value setting unit 61 that sets a target value X _trgt of the stroke of the piston 22 when the clutch is disengaged or engaged, and a calculation unit that calculates a difference between the target value X _trgt and the actual stroke amount X. 62, PID control (Proportional-Integral-Differential Controller) by using the difference calculated by the calculation unit 62 as an input, and a control signal for operating the calculated duty ratio. Is output to the output destination switching unit 56.

  The output destination switching unit 56 outputs the control signal output from the signal generation unit 53 to the supply valve (41, 42) or the exhaust valve (43) depending on the type of valve notified from the control determination unit 52. , 44).

  Further, the output destination switching unit 56 determines one valve that is the output destination of the control signal output from the fixed control unit 54 for the determined type of valve, and the control signal output from the feedback control unit 55 Determine the other valve that is the output destination. In the present embodiment, the output destination switching unit 56 specifies the determined type of valve based on a notification from the clutch operation determination unit 51 of the occurrence of a shift of the transmission at the time of the previous switching (the switching is performed. Otherwise, every time the number of shifts from the initial time exceeds a predetermined number (for example, a number greater than or equal to 0), the valve to which the fixed control unit 54 outputs the control signal and the control signal of the feedback control unit 55 Switch the output destination valve. For example, if the determined valve type is an air supply valve, the output destination of the control signal of the fixed control unit 54 is the valve 41, and the output destination of the control signal of the feedback control unit 55 is the valve 42. When the number of shifts since the previous switching exceeds a predetermined number, the output destination switching unit 56 switches the output destination of the control signal of the fixed control unit 54 to the valve 42 and outputs the control signal of the feedback control unit 55. The tip is switched to the valve 41. Further, for example, if the determined valve type is an exhaust valve, the output destination of the control signal of the fixed control unit 54 is the valve 43, and the output destination of the control signal of the feedback control unit 55 is the valve 44. When the number of shifts since the previous switching exceeds a predetermined number, the output destination switching unit 56 switches the output destination of the control signal of the fixed control unit 54 to the valve 44, and the control signal of the feedback control unit 55 The output destination is switched to the valve 43.

  According to such control, the number of times that the valve 41 and the valve 42 are driven by the control signal of the fixed control unit 54 can be made the same or substantially the same, and the valve 41 and the valve 42 are connected to the feedback control unit 55. The number of times of driving by the control signal can be made the same or substantially the same, the load applied to the valve 41 and the valve 42 can be made uniform, and deterioration can be prevented from being biased. Similarly, the number of times that the valve 43 and the valve 44 are driven by the control signal of the fixed control unit 54 can be made the same or substantially the same, and the valve 43 and the valve 44 are connected to the feedback control unit 55. The number of times driven by the control signal can be the same or substantially the same, the load applied to the valve 43 and the valve 44 can be made uniform, and deterioration can be prevented from being biased.

  Next, characteristics of the clutch actuator 20 when operating the clutch device 10 will be described in detail.

  First, the relationship between the stroke of the piston 22 of the clutch actuator 20 and the release load will be described.

  FIG. 3A is a diagram showing the relationship between the stroke and the release load in the clutch actuator according to the first embodiment of the present invention. In FIG. 3A, the vertical axis indicates the load (release load) applied to the piston 22, and the horizontal axis indicates the stroke amount of the piston 22. Note that the position where the stroke amount in FIG. 3A is 0 is, for example, a position when the pressures in the open chamber 24 and the pressure chamber 23 are both atmospheric pressure.

  As shown in FIG. 3A, when the stroke amount of the piston 22 is small, the ratio of the change in the stroke amount to the change in the load is lower than in the case where the stroke amount is large. It can also be seen that the stroke amount of the piston 22 is non-linear with respect to the load.

  Next, the relationship between the stroke of the piston 22 of the clutch actuator 20 and the amount of air supplied to the pressure chamber 23 of the clutch actuator 20 will be described.

  FIG. 3B is a diagram showing the relationship between the stroke and the air supply amount in the clutch actuator according to the first embodiment of the present invention. In FIG. 3B, the vertical axis indicates the amount of air supplied to the pressure chamber 23, and the horizontal axis indicates the stroke amount of the piston 22. In addition, the position where the stroke amount is 0 in FIG. 3B indicates the position when the piston 22 is at a predetermined initial position (set position). Further, the left side of the horizontal axis is the side where the clutch comes into contact, in this embodiment, the direction in which the piston 22 moves when exhausted from the pressure chamber 23, and the right side is the side where the clutch is disconnected, this embodiment Then, when the air is supplied to the pressure chamber 23, the piston moves.

  As shown in FIG. 3B, in the range where the stroke amount of the piston 22 is small, the ratio of the change in the stroke amount to the change in the air supply amount is lower than in the range where the stroke amount is large. It can also be seen that the stroke amount of the piston 22 is non-linear with respect to the air supply amount.

  In the present embodiment, when the stroke amount of the piston 22 is in a range (first range) in which the rate of change in the stroke amount with respect to the change in the air supply amount is low (first range), the number of valves used by the valve control unit 52 is determined. By controlling to be two, the air supply amount that can be supplied is increased and the responsiveness is improved. When the stroke amount of the piston 22 is in a range (second range) in which the rate of change in the stroke amount with respect to the change in the air supply amount is high (second range), the number of valves used by the valve control unit 52 is one. By controlling in this way, the amount of air supply can be controlled in detail, and the occurrence of overshoot is prevented.

  In the present embodiment, the control determination unit 52 compares the stroke amount of the piston 22 with a threshold value indicating the stroke amount at the boundary between the first range and the second range, so that the position of the piston 22 is supplied with air. A determination is made as to whether the ratio of the change in the stroke amount to the change in the amount is low or the range in which the ratio of the change in the stroke amount to the change in the air supply amount is high. Here, the threshold value may be a stroke amount corresponding to a position where the rate of change in the stroke amount with respect to the change in the air supply amount is equal to or less than a predetermined value, or an overshoot detected by experimentally performing the clutch operation. A stroke amount corresponding to a position where the clutch operation is completed early without being generated may be used.

  Next, the processing operation in the clutch system 1 according to the first embodiment will be described.

  FIG. 4 is a flowchart of the clutch disengagement process according to the first embodiment of the present invention.

  The clutch disengagement process is started, for example, when the vehicle power is turned on (key switch of the ignition switch is turned on).

  The clutch operation determination unit 51 determines whether or not it is necessary to start the clutch disengagement in order to perform a shift by the transmission based on a vehicle speed from a vehicle speed sensor (not shown), an accelerator opening from an accelerator opening sensor, and the like. However, if it is not necessary to start the clutch disengagement (step S11: NO), the process proceeds to step S11.

  On the other hand, when it is necessary to start the clutch disengagement (step S11: YES), the clutch operation determination unit 51 notifies the output destination switching unit 56 that a shift by the transmission has occurred, and the clutch disengagement is completed. It is determined whether or not (step S12).

  As a result, when the clutch disengagement is not completed (step S12: NO), the clutch operation determining unit 51 notifies the control determining unit 52 of the notification that the clutch disengagement operation is executed, and the control that has received the notification. The determination unit 52 notifies the output destination switching unit 56 of the type of valve to be controlled, and determines whether or not the stroke amount of the piston 22 from the stroke sensor 18 exceeds a predetermined threshold (step S13). .

  As a result, when the stroke amount of the piston 22 does not exceed the predetermined threshold value (step S13: NO), the control determination unit 52 determines two valves to be driven and supplies the type of valve to be controlled as the air supply. And the signal generation unit 53 is notified of that. The signal generation unit 53 that has received the notification operates the fixed control unit 54 and the feedback control unit 55 to generate two control signals for the supply valve, and sends the two control signals to the output destination switching unit 56. Output (step S14), the process proceeds to step S16.

  On the other hand, when the stroke amount of the piston 22 exceeds the predetermined threshold value (step S13: YES), the control determination unit 52 determines that the valve to be driven is one, and sets the type of valve to be controlled for air supply. The signal is determined as a valve (valve 41 or valve 42), and the signal generation unit 53 is notified accordingly. The signal generation unit 53 that has received the notification operates the feedback control unit 55 to generate one control signal for the supply valve, and causes the output destination switching unit 56 to output the control signal (step S15). The process proceeds to step S16.

  In step S16, the output destination switching unit 56 switches the output valve of the previous control signal based on the notification of the occurrence of transmission shift from the clutch operation determining unit 51 (if not switched). , At the initial stage), it is determined whether or not the number of shifts (number of shifts after switching) exceeds a predetermined number. As a result, when the number of times of shifting after switching exceeds the predetermined number of times (step S16: YES), the output destination switching unit 56 outputs the control destination signal of the control signal of the fixed control unit 54 and the control signal of the feedback control unit 55. The output destination valve is switched (step S17), and the process proceeds to step S12. on the other hand. When the number of shifts after switching does not exceed the predetermined number (step S16: NO), the output destination switching unit 56 outputs the control signal output from the fixed control unit 54 and the control signal output from the feedback control unit 55. The previous valve is maintained in the current state (step S18), and the process proceeds to step S12.

  On the other hand, when the clutch disengagement is completed in step S12 (step S12: YES), the clutch operation determination unit 51 notifies the control determination unit 52 of the notification that the clutch operation is stopped, and receives the notification. The control determination unit 52 stops the supply valve (valve 41 or valve 42) being used (step S19), and advances the process to step S11.

  FIG. 5 is a flowchart of the clutch engagement process according to the first embodiment of the present invention.

  The clutch engagement process is started, for example, when the vehicle power is turned on (the key switch of the ignition switch is turned on).

  The clutch operation determination unit 51 determines whether or not the clutch engagement needs to be started after completion of the shift by the transmission (step S21), and when it is not necessary to start the clutch engagement (step S21: NO) ), The process proceeds to step S21.

  On the other hand, when it is necessary to start the clutch engagement (step S21: YES), the clutch operation determination unit 51 determines whether or not the clutch engagement is completed (step S22).

  As a result, when the clutch engagement is not completed (step S22: NO), the clutch operation determination unit 51 notifies the control determination unit 52 of the notification that the clutch disengagement operation is to be executed, and the control that has received the notification. The determination unit 52 notifies the output destination switching unit 56 of the type of valve to be controlled, and determines whether or not the stroke amount of the piston 22 from the stroke sensor 18 exceeds a predetermined threshold (step S23). .

  As a result, when the stroke amount of the piston 22 does not exceed the predetermined threshold value (step S23: NO), the control determination unit 52 determines two valves to be driven and sets the type of valve to be controlled to the exhaust type. The signal is determined to be a valve (valve 43 and valve 44), and the signal generation unit 53 is notified accordingly. Upon receiving the notification, the signal generation unit 53 operates the fixed control unit 54 and the feedback control unit 55 to generate two control signals for the exhaust valve, and outputs the two control signals to the output destination switching unit 56. (Step S24), and the process proceeds to Step S26.

  On the other hand, when the stroke amount of the piston 22 exceeds the predetermined threshold value (step S23: YES), the control determination unit 52 determines that the valve to be driven is one and signals that effect. The generation unit 53 is notified. Upon receiving the notification, the signal generation unit 53 operates the feedback control unit 55 to generate one control signal for the exhaust valve, and causes the output destination switching unit 56 to output the control signal (Step S25). Advances to step S26.

  In step S26, the output destination switching unit 56 switches the output destination valve of the previous control signal based on the notification of the occurrence of transmission shift from the clutch operation determining unit 51 (if not switched). , At the initial stage), it is determined whether or not the number of shifts (number of shifts after switching) exceeds a predetermined number. As a result, when the number of times of shifting after switching exceeds the predetermined number of times (step S26: YES), the output destination switching unit 56 outputs the control destination signal of the control signal of the fixed control unit 54 and the control signal of the feedback control unit 55. The output destination valve is switched (step S27), and the process proceeds to step S22. on the other hand. When the number of shifts after switching does not exceed the predetermined value (step S26: NO), the output destination switching unit 56 outputs the control signal output destination of the fixed control unit 54 when outputting the control signal to the exhaust valve. The valve and the valve to which the feedback control unit 55 outputs the control signal are maintained in the current state (step S28), and the process proceeds to step S22.

  On the other hand, when the clutch engagement is completed (step S22: YES), the clutch operation determination unit 51 notifies the control determination unit 52 of the notification that the clutch engagement operation is stopped, and the control determination received the notification. The unit 52 stops the exhaust valve (valve 43 or valve 44) being used (step S29), and advances the process to step S21.

  As described above, according to the clutch control device 2 according to the present embodiment, the plurality of valves 41, 42, 43 arranged in parallel between the pressure chamber 23 of the clutch actuator and the air supply side and the discharge side. 44, the signal generation unit 53 generates two or more types of control signals for adjusting the air flow rate by the plurality of valves, and the output destination switching unit 56 selects two or more types of control signals according to the number of shifts of the transmission. Since the valve to which each control signal is output is switched and output, the load on the valve can be made uniform, the bias of the deterioration of the valve can be reduced, and the entire clutch control device 2 can be reduced. As a result, the lifetime can be extended.

  Next, a clutch system according to a second embodiment will be described. In addition, the same code | symbol is attached | subjected to the part similar to the clutch system which concerns on 1st Embodiment, and those names and functions are also the same.

  FIG. 6 is a schematic configuration diagram of a clutch system including the clutch control device according to the second embodiment of the present invention.

  The clutch system according to the second embodiment mainly differs from the clutch system according to the first embodiment in the arrangement and configuration of the clutch actuator 70.

  The clutch actuator 70 is disposed not at a position surrounding the input shaft 31 but at a position away from the input shaft 31. The clutch actuator 70 includes a cylindrical cylinder 71, a piston 72 that is accommodated in the cylinder 71 and is movable in the axial direction of the input shaft 31, and a piston rod that is connected to a surface of the piston 72 opposite to the flywheel 12. 73, a bearing holding portion 32 that is arranged around the input shaft 31 so as to be movable in the axial direction of the input shaft 31, and is connected to the opposite side to the flywheel 12 of the outer ring of the release bearing 12, and one end to the piston rod 73. The clutch lever 33 is connected, and the other end is connected to the surface of the bearing holding portion 32 opposite to the flywheel 12 and is rotatable about a predetermined support shaft 34.

  In the clutch actuator 70, a pressure chamber 74 is formed by the surface of the piston 72 on the flywheel 12 side and the inner wall of the cylinder 71, and the surface of the piston 72 opposite to the flywheel 12 and the inner wall of the cylinder 71. An open chamber 75 is formed.

  The cylinder 71 is provided with an air supply pipe 25 for supplying air (an example of a working fluid) into the pressure chamber 74 and an exhaust pipe 26 for discharging air from the pressure chamber 74. . The cylinder 71 has an open hole 71A that allows the open chamber 75 to communicate with the outside (for example, the outside at atmospheric pressure).

  According to the clutch actuator 70, the piston 72 can be moved to the opposite side of the flywheel 12 by supplying air into the pressure chamber 74. When the piston 72 moves to the side opposite to the flywheel 12, the release bearing 17 moves to the flywheel 12 side via the piston rod 73, the clutch lever 33, and the bearing holding portion 32, and presses the inner edge of the diaphragm spring 16. Therefore, the outer edge portion of the diaphragm spring 16 does not press the pressure plate 14, and the clutch device 10 is disconnected.

  On the other hand, by discharging air from the pressure chamber 74, the piston 72 can be moved to the flywheel 12 side. When the piston 72 moves to the flywheel 12 side, the release bearing 17 moves to the opposite side of the flywheel 12 via the piston rod 73, the clutch lever 33, and the bearing holding portion 32, and presses the inner edge of the diaphragm spring 16. Therefore, the outer edge portion of the diaphragm spring 16 presses the pressure plate 14, and the clutch device 10 is brought into a contact state.

  Also in the clutch system according to the second embodiment, the same effect as the clutch system according to the first embodiment can be obtained by the control by the clutch control device 2.

  In addition, this invention is not limited to the above-mentioned embodiment, In the range which does not deviate from the meaning of this invention, it can change suitably and can implement.

  For example, in the above embodiment, two valves are provided as the supply side valves, but three or more valves may be provided, and two valves are provided as the discharge side valves. However, three or more valves may be provided, and in any case, when the position of the piston is in the first range in which the rate of change in the amount of movement of the piston relative to the amount of change in the air in the pressure chamber is low. More valves may be operated than in the second range where the rate of change in the amount of movement of the piston relative to the amount of change in the air in the pressure chamber is in the second range. When three or more valves are provided, the number of valves to be driven for each range is divided into three or more ranges according to the rate of change in the amount of movement of the piston with respect to the amount of change in air. It may be changed.

  In the above embodiment, the clutch device 10 is disengaged by supplying air to the pressure chamber 23 (74) of the cylinder 21 (71) of the clutch actuator 20 (70), and the clutch device 10 is exhausted. However, the present invention is not limited to this, and the clutch device is brought into the contact state by supplying air to the pressure chamber of the cylinder of the clutch actuator, and then the clutch system is exhausted. The clutch system may be configured to put the device in a disconnected state.

  In the above-described embodiment, the condition regarding the execution of the shift by the transmission is that the number of shifts of the transmission exceeds a predetermined number of times, and each time the number of shifts exceeds the predetermined number of times, The valve is switched, but the present invention is not limited to this. For example, the traveling time of the vehicle after switching the output destination valve of each of the plurality of control signals is a condition that a predetermined time elapses. As a matter of fact, the output destination valves of the plurality of control signals may be switched. In short, the control signal output destination valves are switched according to a predetermined condition that affects the number of times the valve is driven, Can be made uniform.

  In the above embodiment, when a plurality of valves are used, the flow rate of some valves is controlled to be constant, and the flow rate of the remaining valves is feedback controlled. However, the flow rate of all the valves may be feedback controlled, and the feedback control may be a different type of feedback control.

  In the above embodiment, a plurality of valves are provided in parallel on both the supply side and the discharge side. However, the present invention is not limited to this, and a plurality of valves are provided only on either the supply side or the discharge side. A valve may be provided, and when one of the supply side and the discharge side is used, the output destination for outputting the control signal may be switched.

  In the above embodiment, a clutch device using a diaphragm spring has been described as an example. However, the present invention is not limited to this, and a clutch device using a coil spring may be used.

  Moreover, in the said embodiment, although the example which used air as a working fluid was shown, this invention is not restricted to this, You may make it use working oil as a working fluid.

DESCRIPTION OF SYMBOLS 1 Clutch system 2 Clutch control apparatus 10 Clutch apparatus 11 Crankshaft 12 Flywheel 13 Clutch disk 14 Pressure plate 15 Clutch cover 16 Diaphragm spring 17 Release bearing 18 Stroke sensor 20 Clutch actuator 21 Cylinder 22 Piston 23 Pressure chamber 24 Open chamber 25 Air supply Piping 26 exhaust piping 31 input shaft 41, 42, 43, 44 valve 50 ECU
51 Clutch operation determination unit 52 Control determination unit 53 Signal generation unit 54 Fixed control unit 55 Feedback control unit 56 Output destination switching unit

Claims (5)

A clutch control device for controlling connection / disconnection of the clutch device by controlling supply / discharge of the working fluid to / from a clutch actuator capable of adjusting connection / disconnection of the clutch device by supply / discharge of the working fluid,
The clutch actuator has a piston that acts to connect and disconnect the clutch device by moving, and a cylinder that houses the piston, and supplies the working fluid to a pressure chamber surrounded by the piston and the cylinder. And by discharging, the piston can be moved,
A plurality of flow rate adjusting valves disposed in parallel with at least one of the pressure chamber and the supply side or discharge side of the working fluid;
Control signal generating means capable of generating two or more types of control signals for adjusting the flow rate of the working fluid by the plurality of flow rate adjusting valves;
Output destination switching means for switching and outputting the flow rate adjustment valve as the output destination of each of the two or more types of control signals according to a predetermined condition that affects the number of times the flow rate adjustment valve is driven;
A clutch control device comprising: The clutch device is provided between a drive source that generates a driving force and a transmission that performs a shift,
The clutch control device according to claim 1, wherein the predetermined condition is a condition related to a number of times of performing a shift by the transmission. The flow rate adjusting valve is capable of adjusting the flow rate of the working fluid by adjusting a duty ratio that indicates a ratio of time to be in an open state with respect to the entire time of one cycle,
The control signal generating means
First signal generating means capable of outputting a first control signal for operating the flow rate adjusting valve at a constant duty ratio;
2. A second signal generating unit that is capable of outputting a second control signal that is obtained through a process including a feedback process based on a movement amount of the piston and that operates at a duty ratio. The clutch control device according to claim 2. The position of the piston is a first range in which the rate of change in the amount of movement of the piston relative to the amount of change in the working fluid in the pressure chamber is low, and the amount of movement of the piston relative to the amount of change in the working fluid in the pressure chamber. Piston position determining means for determining which range is the second range where the rate of change is high;
When the piston position determining means determines that the piston position is in the first range, the flow rate adjusting valve is operated more than when the piston position is in the second range. Valve control means for causing the control signal generation means to generate a control signal;
The clutch control device according to any one of claims 1 to 3, further comprising: The pressure chamber is surrounded by one surface of the piston and the cylinder, and the piston can be moved by supplying and discharging the working fluid to and from the pressure chamber.
The adjusting valve is arranged in parallel between the pressure chamber and the discharge side, and a plurality of supply valves arranged in parallel between the pressure chamber and the supply side of the working fluid. The clutch control device according to any one of claims 1 to 4, comprising a plurality of discharge valves.

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