JP2018159431A - Clutch control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a clutch control device which can suppress control responsiveness from lowering even when a small opening electromagnetic valve or a large opening electromagnetic valve is disordered at an air supply side or an exhaust side, and avoid a state that disconnection of a clutch becomes completely impossible.SOLUTION: A clutch control device (50) includes: an air supply adjustment part (71) provided in an air supply passage of an operation chamber (35) of a clutch actuator (30); an exhaust adjustment part (75) provided in an exhaust passage of the operation chamber (35); and a control part (63) for controlling drive of the air supply adjustment part (71) and the exhaust adjustment part (75). The control part (63) adjusts an air supply amount to the operation chamber (35) and an exhaust amount from the operation chamber (35) by using first valves (73,77) and second valves (74,78) set in different openings. When one of the valves in the first valves (73,77) and second valves (74,78) are disordered, the control volume of the one valves is compensated by the other valves.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a clutch control device for a vehicle.

  A clutch control device that is mounted on a vehicle and controls connection / disconnection of a mechanical clutch is known. For example, Patent Document 1 includes a small opening solenoid valve for supply air and a large opening solenoid valve for supply air, and a small opening solenoid valve for exhaust and a large opening solenoid valve for exhaust, and these solenoid valves are driven. A clutch control device is disclosed that controls the connection and disconnection of a clutch by adjusting the stroke position of a piston of a clutch actuator by controlling. By providing a small opening solenoid valve and a large opening solenoid valve for air supply and exhaust, the air supply flow rate and the exhaust flow rate can be adjusted more precisely. Therefore, automatic clutch control with excellent control response and stability can be realized.

JP 2016-23668 A

  However, in the clutch control device described in Patent Document 1, when a small opening solenoid valve or a large opening solenoid valve fails on either the supply side or the exhaust side, only the solenoid valves that are not faulty are initialized. Drive control is performed with a controlled variable. For this reason, there is a possibility that the control responsiveness is lowered and the running feeling is deteriorated, or that the clutch cannot be completely connected / disengaged, and the vehicle cannot run by itself.

  The present invention has been made in view of the above problems, and an object of the present invention is to control even when a small opening solenoid valve or a large opening solenoid valve fails on the air supply side or the exhaust side. It is an object of the present invention to provide a clutch control device that suppresses a decrease in responsiveness and avoids a situation in which clutch engagement / disconnection is completely impossible.

  In order to solve the above-described problems, according to an aspect of the present invention, in a clutch control device for connecting / disconnecting a clutch of a vehicle, a clutch actuator having a working chamber formed by a cylinder and a piston, and air supply to the working chamber An air supply adjustment unit provided in the passage, an exhaust adjustment unit provided in the exhaust passage of the working chamber, and a control unit that controls driving of the air supply adjustment unit and the exhaust adjustment unit. At least one of the adjusting units has a first valve and a second valve set at different opening degrees, and the control unit uses the first valve and the second valve to supply air to the working chamber. Alternatively, a clutch control device is provided that adjusts the amount of exhaust from the working chamber and supplements the control amount of one of the valves by the other valve when either the first valve or the second valve fails. Is done.

  As described above, according to the present invention, even when the small opening solenoid valve or the large opening solenoid valve fails on the air supply side or the exhaust side, it is possible to suppress a decrease in control responsiveness and to disengage the clutch. A situation where contact is completely impossible can be avoided.

It is a mimetic diagram showing a vehicle carrying a clutch control device concerning an embodiment of the invention. It is a schematic diagram which shows the structural example of the clutch control apparatus which concerns on the same embodiment. It is a block diagram which shows the structural example of the control apparatus of the clutch control apparatus which concerns on the same embodiment. It is explanatory drawing which shows the controlled variable of the 1st valve in the normal time, and the 2nd valve. It is explanatory drawing which shows the controlled variable of a 2nd valve when a 1st valve fails. It is explanatory drawing which shows the controlled variable of a 1st valve when a 2nd valve fails. It is a flowchart which shows the process which sets the control method of a clutch actuator. It is a flowchart which shows the control process of a clutch actuator. It is a block diagram which shows the structural example of the control apparatus of the clutch control apparatus which has a learning control part. It is explanatory drawing which shows the drive duty ratio set at the time of learning control.

  DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the present specification and the drawings, components having substantially the same functional configuration are denoted by the same reference numerals, and redundant description is omitted.

<1. Example of vehicle configuration>
First, a configuration example of the vehicle 1 including the clutch control device 50 according to the present embodiment will be briefly described with reference to FIG. FIG. 1 is a schematic diagram showing a power transmission system of the vehicle 1.
The vehicle 1 is, for example, an automobile or a commercial vehicle. The power transmission system of the vehicle 1 according to the present embodiment is constructed as an AMT (Automated Manual Transmission) system. In the AMT system, the connection / disconnection of the clutch 20 is automatically controlled regardless of the operation of the passenger's clutch pedal.

  The vehicle 1 includes an engine 5, a clutch 20, a transmission 40, a propeller shaft 13, a differential gear 15, left and right drive shafts 17L and 17R, and drive wheels 19RL and 19RR. The clutch 20 switches between transmission and interruption of power between the output shaft 5 a of the engine 5 that generates power and the input shaft 11 of the transmission 40. The transmission 40 has, for example, a plurality of gear stages, and converts the rotational force input to the input shaft 11 at a desired gear ratio by switching the gear stages and outputs the converted torque. The gear change is controlled by a gear shift control device (not shown). The propeller shaft 13 is connected to the transmission 40. Drive wheels 19RL and 19RR are connected to the left and right drive shafts 17L and 17R, respectively. The rotational force of the propeller shaft 13 is transmitted to the left and right drive shafts 17L and 17R via the differential gear 15.

  The power transmission system of the vehicle 1 includes a clutch control device 50 that switches connection / disconnection of the clutch 20. The clutch control device 50 includes a clutch actuator 30. The operation of the clutch actuator 30 is controlled by the control device 60. The connection / disconnection of the clutch 20 is controlled by controlling the operation of the clutch actuator 30. When the gear stage is switched by a gear shift control device (not shown), the clutch 20 is disconnected. Further, the power generated by the engine 5 when the clutch 20 is connected is transmitted to the drive wheels 19RL and 19RR, and the vehicle 1 travels.

<2. Configuration example of clutch control device>
FIG. 2 is a schematic diagram illustrating a configuration example of the clutch control device 50 according to the present embodiment.
The clutch control device 50 includes a clutch actuator 30, a drive unit 70, and a control device 60. The clutch control device 50 supplies the air supplied from the air pressure source 80 to the working chamber 35 of the clutch actuator 30 or discharges it from the working chamber 35 to adjust the stroke position of the clutch piston 33 to connect / disconnect the clutch 20. Switch.

  The clutch actuator 30 includes a cylinder 31, a clutch piston 33 provided so as to be movable in the axial direction within the cylinder 31, and an operation chamber 35 formed by the cylinder 31 and the clutch piston 33. The clutch piston 33 is urged toward the working chamber 35 (rightward in FIG. 2) by an urging member such as a spring or a diaphragm (not shown). The clutch actuator 30 has a stroke sensor 51 for detecting the stroke position of the clutch piston 33.

  In the clutch actuator 30, when air is supplied to the working chamber 35 and the pressure in the working chamber 35 increases, the clutch piston 33 moves to the opposite side of the working chamber 35 against the biasing force of the biasing member, and the clutch 20 is cut. When air is discharged from the working chamber 35, the clutch piston 33 is moved to the working chamber 35 side by the biasing force of the biasing member, and the clutch 20 is connected.

  The drive unit 70 includes an air supply adjustment unit 71 and an exhaust adjustment unit 75. The air supply adjusting unit 71 is provided in the air supply path 81 and adjusts the amount of air supplied from the air pressure source 80 to the working chamber 35 of the clutch actuator 30. The air supply adjustment unit 71 includes a first air supply electromagnetic valve 73 and a second air supply electromagnetic valve 74. In the air supply adjusting unit 71, the first air supply electromagnetic valve 73 and the second air supply electromagnetic valve 74 correspond to the first valve and the second valve of the present invention. The exhaust adjusting unit 75 is provided in the exhaust path 83 and adjusts the amount of air discharged from the working chamber 35 of the clutch actuator 30. The exhaust control unit 75 includes a first exhaust electromagnetic valve 77 and a second exhaust electromagnetic valve 78. In the exhaust control unit 75, the first exhaust solenoid valve 77 and the second exhaust solenoid valve 78 correspond to the first valve and the second valve of the present invention.

  The first supply solenoid valve 73 and the second supply solenoid valve 74 are solenoid valves each having a predetermined valve opening (air passage area) in the opened state. The valve opening degree of the first air supply electromagnetic valve 73 is set smaller than the valve opening degree of the second air supply electromagnetic valve 74. Similarly, the first exhaust solenoid valve 77 and the second exhaust solenoid valve 78 are solenoid valves each having a predetermined valve opening when the valve is open. The valve opening of the first exhaust solenoid valve 77 is set smaller than the valve opening of the second exhaust solenoid valve 78.

  The first supply solenoid valve 73, the second supply solenoid valve 74, the first exhaust solenoid valve 77, and the second exhaust solenoid valve 78 are all opened or closed by controlling energization to the electromagnetic coil. The valve is switched. The first supply solenoid valve 73, the second supply solenoid valve 74, the first exhaust solenoid valve 77, and the second exhaust solenoid valve 78 are, for example, normally closed solenoids that are closed when not energized. It may be a valve. In the following description, it is assumed that the first supply solenoid valve 73, the second supply solenoid valve 74, the first exhaust solenoid valve 77, and the second exhaust solenoid valve 78 are all normally closed solenoid valves.

  The first air supply electromagnetic valve 73 and the second air supply electromagnetic valve 74 are provided in an air supply path 81 that supplies air from the air pressure source 80 to the working chamber 35 of the clutch actuator 30. The air pressure source 80 may be, for example, a compressor that generates compressed air. The air supply path 81 is branched into two air supply paths 81 a and 81 b on the way, and each of the air supply paths 81 a and 81 b is connected to an air passage 85 that leads to the working chamber 35. The first supply electromagnetic valve 73 is provided in one of the two supply paths 81a and 81b branched, and the second supply electromagnetic valve 74 is provided in the other supply path 81b. ing.

  The first exhaust solenoid valve 77 and the second exhaust solenoid valve 78 are provided in an exhaust passage 83 that exhausts air from the working chamber 35. The exhaust passage 83 is branched into two exhaust passages 83 a and 83 b in the middle, and the respective exhaust passages 83 a and 83 b are connected to an air passage 85 that leads to the working chamber 35. A first exhaust electromagnetic valve 77 is provided in one of the two branched exhaust passages 83a and 83b, and a second exhaust electromagnetic valve 78 is provided in the other exhaust passage 83b.

  The driving of the first supply electromagnetic valve 73, the second supply electromagnetic valve 74, the first exhaust electromagnetic valve 77, and the second exhaust electromagnetic valve 78 is controlled by the control device 60. The control device 60 controls the driving of these solenoid valves by, for example, PWM (Pulse Width Modulation) control. When controlling the driving of the solenoid valve by PWM control, for example, the control device 60 sets a driving duty ratio, which is a ratio of the energizing time to the time of the entire processing cycle for every fixed processing cycle, and energizes each solenoid valve. To control. That is, the larger the drive duty ratio, the longer the valve opening time in the processing cycle, and the air supply amount or the exhaust amount increases. As a result, the stroke position of the clutch piston 33 of the clutch actuator 30 changes and the connection / disconnection of the clutch 20 is switched.

<3. Configuration example of control device>
FIG. 3 is a block diagram illustrating a configuration example of the control device 60 of the clutch control device 50 according to the present embodiment.
The control device 60 mainly includes a processor such as a CPU (Central Processing Unit) or MPU (Micro Processing Unit) and a storage device such as a RAM (Random Access Memory) or a ROM (Read Only Memory). The control device 60 includes a failure detection unit 61, a control unit 63, and a storage unit 65. The storage unit 65 may include one or more storage devices described above. For example, the ROM stores programs executed by a processor, parameter information used for various arithmetic processes, map information, and the like. The RAM stores information acquired by the control device 60, information on the calculation results of the processor, and the like.

  The failure detection unit 61 includes, for example, a processor and an electric circuit, and the failure of the first supply solenoid valve 73, the second supply solenoid valve 74, the first exhaust solenoid valve 77, and the second exhaust solenoid valve 78. Is detected. The method for detecting the failure of the solenoid valve is not particularly limited, and the failure of the solenoid valve is detected by various methods. For example, the failure detection unit 61 may monitor the supply current value of each solenoid valve by a drive circuit and detect a failure of the solenoid valve when the supply current value corresponding to the drive instruction does not appear. Or the failure detection part 61 may perform an appropriate failure determination using the electric circuit for failure determination.

  The control unit 63 includes, for example, a processor and an electric circuit, and controls the driving of the air supply adjustment unit 71 and the exhaust adjustment unit 75. For example, the control unit 63 sets a target position for the stroke position of the clutch piston 33 based on the state of the vehicle 1. Further, the control unit 63 feedback-controls the air supply adjusting unit 71 or the exhaust adjusting unit 75 so that the stroke position of the clutch piston 33 becomes the target position. The feedback control may be PID control based on the difference between the stroke position of the clutch piston 33 detected by the stroke sensor 51 and the target position, for example. At this time, the control unit 63 uses the electromagnetic valve properly according to the PID calculation result in each of the air supply adjustment unit 71 and the exhaust adjustment unit 75.

  For example, when the key switch is turned on while a brake pedal (not shown) is depressed when the engine of the vehicle 1 is started, the control unit 63 of the control device 60 closes the first exhaust electromagnetic valve 77 and the second exhaust electromagnetic valve 78. At the same time, at least one of the first air supply electromagnetic valve 73 or the second air supply electromagnetic valve 74 is opened. As a result, when air is supplied to the working chamber 35 of the clutch actuator 30 and the pressing force of the clutch piston 33 by the air pressure overcomes the urging force of the elastic member, the clutch piston 33 starts to move. When the clutch piston 33 moves by a predetermined amount, the clutch 20 is lightly connected to a half-clutch state. When the clutch piston 33 further moves by a predetermined amount, the clutch 20 is disconnected.

  As described above, the valve opening degree of the first air supply electromagnetic valve 73 is set smaller than the valve opening degree of the second air supply electromagnetic valve 74, and the control unit 63 controls only the first air supply electromagnetic valve 73. When the valve is opened, a relatively small amount of air is supplied to the working chamber 35. For this reason, the moving speed of the clutch piston 33 becomes relatively slow. On the other hand, when the control unit 63 opens only the second air supply solenoid valve 74, a relatively large amount of air is supplied to the working chamber 35. For this reason, the moving speed of the clutch piston 33 becomes relatively fast. Further, when the control unit 63 opens both the first supply electromagnetic valve 73 and the second supply electromagnetic valve 74, a larger flow rate of air is supplied to the working chamber 35. For this reason, the moving speed of the clutch piston 33 is further increased. The control unit 63 opens the at least one of the first air supply electromagnetic valve 73 or the second air supply electromagnetic valve 74 and supplies air to the working chamber 35 of the clutch actuator 30, whereby the clutch 20 is disconnected. Do.

  On the other hand, when the clutch piston 33 connects the clutch 20 from the disengaged state of the clutch 20, the control unit 63 of the control device 60 closes the first air supply electromagnetic valve 73 and the second air supply electromagnetic valve 74 and first At least one of the exhaust solenoid valve 77 and the second exhaust solenoid valve 78 is opened. As a result, air is discharged from the working chamber 35 of the clutch actuator 30 and the clutch piston 33 starts to move. Then, when the clutch piston 33 moves by a predetermined amount, the clutch 20 is lightly connected to a half-clutch state, and when the clutch piston 33 further moves by a predetermined amount, the clutch 20 is strongly connected.

  Further, as described above, the opening degree of the first exhaust solenoid valve 77 is set smaller than the opening degree of the second exhaust solenoid valve 78, and the control unit 63 opens only the first exhaust solenoid valve 77. In this case, a relatively small amount of air is discharged from the working chamber 35. For this reason, the moving speed of the clutch piston 33 becomes relatively slow. On the other hand, when the control unit 63 opens only the second exhaust electromagnetic valve 78, a relatively large amount of air is discharged from the working chamber 35. For this reason, the moving speed of the clutch piston 33 becomes relatively fast. Further, when the control unit 63 opens both the first exhaust electromagnetic valve 77 and the second exhaust electromagnetic valve 78, a larger amount of air is discharged from the working chamber 35. For this reason, the moving speed of the clutch piston 33 is further increased. When at least one of the first exhaust solenoid valve 77 or the second exhaust solenoid valve 78 is opened and air is discharged from the working chamber 35 of the clutch actuator 30, the clutch 20 is connected by an urging force such as a spring. The

  As described above, in the clutch control device 50, the control device 60 includes the first air supply electromagnetic valve 73 and the second air supply electromagnetic valve 74, and the first exhaust electromagnetic valve 77 and the second exhaust electromagnetic valve 78, respectively. It can be driven individually. Therefore, the operating speed of the clutch actuator 30, that is, the moving speed of the clutch piston 33 can be adjusted by properly using the electromagnetic valve. Thereby, the stroke position of the clutch piston 33 of the clutch actuator 30 can be reached to the target position with high accuracy in a short time.

  In addition, when either one of the first supply electromagnetic valve 73 or the second supply electromagnetic valve 74 fails, the control unit 63 performs control by complementing the control amount of the one valve with the other valve. Similarly, when either one of the first exhaust solenoid valve 77 or the second exhaust solenoid valve 78 fails, the control unit 63 performs control to supplement the control amount of the one valve with the other valve. In this case, the control unit 63 sets the control amount of the other valve that has not failed in consideration of the difference in valve opening. For example, the control unit 63 sets the drive duty ratio of the failed valve based on the ratio of the supply / exhaust capacity of the failed valve to the supply / exhaust capacity of the non-failed valve. As a result, even when one of the valves fails, a decrease in control responsiveness is suppressed, and a situation in which the clutch 20 can be completely disconnected is avoided. In the present embodiment, the control amount of the solenoid valve means, for example, a set value of the drive duty ratio of each solenoid valve.

<4. Example of operation of clutch control device>
Next, an operation example of the clutch control device 50 according to the present embodiment will be described. Control operation of the first supply electromagnetic valve 73 and the second supply electromagnetic valve 74 of the supply adjustment unit 71 and control of the first exhaust electromagnetic valve 77 and the second exhaust electromagnetic valve 78 of the exhaust adjustment unit 75 The operation is basically based on the same concept. Hereinafter, the first air supply electromagnetic valve 73 and the second air supply electromagnetic valve 74, as well as the first exhaust electromagnetic valve 77 and the second exhaust gas, without distinguishing between the air supply adjustment unit 71 and the exhaust adjustment unit 75. An operation example of the clutch control device 50 will be described using the electromagnetic valve 78 as the first valve and the second valve. In the following description, an example in which the stroke position of the clutch piston 33 is PID controlled will be described.

  FIG. 4 shows an example of the set values of the basic duty ratios of the first valve and the second valve when neither the first valve nor the second valve has failed. The horizontal axis is the PID calculation result, and the vertical axis is the drive duty ratio. The broken line indicates the set value of the basic duty ratio D1 of the first valve, and the solid line indicates the set value of the basic duty ratio D2 of the second valve. The smaller the difference between the actual stroke position of the clutch piston 33 and the target position, the smaller the PID calculation result. The larger the difference between the actual stroke position of the clutch piston 33 and the target position, the larger the PID calculation result. .

  In the example shown in FIG. 4, the first valve is used over the entire range of PID calculation results from zero to 1.0. The basic duty ratio D1 of the first valve changes proportionally from 0% to 100% according to the value of the PID calculation result. The second valve is used over a range of PID calculation results from 0.4 to 1.0. The basic duty ratio D2 of the second valve changes proportionally from 0% to 100% according to the value of the PID calculation result. That is, in the first range R1 where the PID calculation result is from zero to 0.4, the air supply / exhaust of the working chamber 35 of the clutch actuator 30 is performed using only the first valve having a relatively small opening, and the PID calculation result In the second range R2 where the value exceeds 0.4, the working chamber 35 is supplied and exhausted using the second valve having a relatively large opening in addition to the first valve.

  Accordingly, while the actual stroke position of the clutch piston 33 is away from the target position, the clutch piston 33 moves at a relatively high speed, while the clutch piston 33 moves closer to the actual stroke position of the clutch piston 33 and the target position. The movement speed of slows down. As a result, the stroke position of the clutch piston 33 can reach the target position with high accuracy in a short time.

  FIG. 5 shows an example of a set value of the drive duty ratio D2 of the second valve when the first valve fails due to a failure. The alternate long and short dash line indicates the basic duty ratios D1 and D2 (see FIG. 4) when the first valve and the second valve are normal, and the solid line indicates the drive duty ratio D2_r1 of the second valve when the first valve fails. , D2_r2. In this case, supply / exhaust of the working chamber 35 of the clutch actuator 30 is performed using only the second valve having a relatively large opening over the entire range of the PID calculation result from zero to 1.0.

When the supply and exhaust of the working chamber 35 is performed using only the second valve, the first range in which only the first valve is used when the first valve and the second valve are normal (the PID calculation result is zero) (Range of 0.4) The drive duty ratio D2_r1 of the second valve in R1 is expressed by the following equation (1).
D2_r1 = p × D1 (1)
In the above formula (1), the coefficient p is a fixed value set based on the ratio of the supply / exhaust capacity of the first valve that is a malfunctioning valve to the supply / exhaust capacity of the second valve that is a malfunctioning valve. It is. The ratio of the supply / exhaust capacity can be, for example, the air passage area ratio when the first valve and the second valve are opened. That is, the control unit 63 controls the second valve so that the supply / exhaust amount realized by opening the first valve when the first valve is normal in the first range R1 is realized by opening the second valve. Is set to control the driving of the second valve.

When the supply and exhaust of the working chamber 35 is performed using only the second valve, the second range (PID) in which the first valve and the second valve are used when the first valve and the second valve are normal. The driving duty ratio D2_r2 of the second valve at the calculation result R2 in the range of 0.4 to 1.0 is expressed by the following equation (2).
D2_r2 = p ′ × D1 + D2 (2)
In the above equation (2), the coefficient p ′ is a fixed value set based on the ratio of the supply / exhaust capacity of the first valve, which is a malfunctioning valve, to the supply / exhaust capacity of the second valve, which is a malfunctioning valve. The value may be the same as or different from the coefficient p in the above formula (1). That is, the control unit 63 adds the driving duty ratio corresponding to the basic duty ratio D1 of the first valve to the basic duty ratio D2 of the second valve in the second range R2 to obtain a driving duty ratio D2_r2. Since the upper limit of the drive duty ratio D2_r2 is 100%, the drive duty ratio D2_r2 is fixed to 100% in a range where the PID calculation result exceeds about 0.7.

  FIG. 6 shows an example of a set value of the drive duty ratio D1 of the first valve when the second valve fails due to a failure. The alternate long and short dash line indicates the basic duty ratios D1 and D2 (see FIG. 4) when the first valve and the second valve are normal, and the solid line indicates the driving duty ratio D1_r1 of the first valve when the second valve fails. Is shown. In this case, supply / exhaust of the working chamber 35 of the clutch actuator 30 is performed using only the first valve having a relatively small opening over the entire range of the PID calculation result from zero to 1.0. When the supply and exhaust of the working chamber 35 is performed using only the first valve, the first valve in the first range R1 in which only the first valve is used when the first valve and the second valve are normal. The drive duty ratio D1_r1 is set to be the same as the basic duty ratio D1 of the first valve.

On the other hand, when supply / exhaust of the working chamber 35 is performed using only the first valve, the first valve and the second valve are used in the second range R2 in which the first valve and the second valve are used when the first valve and the second valve are normal. The drive duty ratio D1_r1 of the first valve is expressed by the following formula (3).
D1_r1 = D1 + q × D2 (3)
In the above equation (3), the coefficient q is a fixed value set based on the ratio of the supply / exhaust capacity of the second valve, which is a malfunctioning valve, to the supply / exhaust capacity of the first valve, which is a malfunctioning valve. It is. For example, the coefficient q may be the reciprocal (1 / p) of the coefficient p. That is, the control unit 63 adds the driving duty ratio corresponding to the basic duty ratio D2 of the second valve to the first basic duty ratio D1 in the second range R2 to obtain a driving duty ratio D1_r1. Note that since the upper limit of the drive duty ratio D1_r1 is 100%, the drive duty ratio D1_r1 is fixed to 100% in a range where the PID calculation result exceeds about 0.6.

  The set values of the drive duty ratios shown in FIGS. 4 to 6 are merely examples, and are not limited to the above examples, and the drive duty ratios may be set as appropriate. The set values of the drive duty ratios shown in FIGS. 4 to 6 may be stored in advance in the storage unit 65 as map information.

<5. Example of flowchart>
Next, an example of a flowchart of a method for controlling the stroke position of the clutch actuator 30 executed by the control device 60 of the clutch control device 50 according to the present embodiment will be described with reference to FIGS. 7 and 8. In the following description, the first air supply electromagnetic valve 73, the second air supply electromagnetic valve 74, the first air discharge electromagnetic valve 77, and the air supply adjustment unit 71 are not distinguished from the air supply adjustment unit 75. An example of a method for controlling the clutch actuator 30 will be described using the second exhaust electromagnetic valve 78 as a first valve and a second valve. That is, the flowcharts of FIGS. 7 and 8 are applied to control the driving of the first valve and the second valve on the supply side and the exhaust side, respectively.

  FIG. 7 shows whether the control device 60 executes control using only the first valve, control using only the second valve, or control using both the first valve and the second valve. The example of the flowchart for determining is shown. First, the control unit 63 of the control device 60 determines whether or not a failure of the first valve has been detected (step S10). The failure of the first valve is detected by the failure detection unit 61 of the control device 60 by the appropriate method described above. When the failure of the first valve is detected (S10 / Yes), the control unit 63 determines whether or not the second valve is normal, that is, whether or not the failure of the second valve is detected. (Step S12). The failure of the first valve is detected by the failure detection unit 61 of the control device 60 by the appropriate method described above.

  When the second valve is not normal, that is, when the failure of the second valve is detected (S12 / No), since both the first valve and the second valve are in failure, the control unit 63 performs processing for notifying the failure of the first valve and the second valve, and ends this routine (step S16). The process of notifying the failure is, for example, a process of turning on a warning lamp, generating a warning sound, displaying a warning on various display devices, and the like. Make sure that the fault is recognized.

  On the other hand, when the second valve is normal in step S12 (S12 / Yes), the control unit 63 prohibits the driving of the first valve, while the control amount of the first valve using only the second valve. Is set to control the clutch actuator 30 (step S14). In this case, the control unit 63 performs a process of notifying the failure of the first valve and ends this routine (step S16).

  In addition, when the failure of the first valve is not detected in the above-described step S10, that is, when the first valve is normal (S10 / No), the control unit 63 has detected the failure of the second valve. It is determined whether or not (step S18). When the failure of the second valve is detected (S18 / Yes), the control unit 63 prohibits the driving of the second valve, while the control amount of the second valve is set using only the first valve. It sets so that the clutch actuator 30 may be controlled, complementing (step S20). In this case, the control unit 63 performs a process for notifying the failure of the second valve and ends this routine (step S16).

  On the other hand, when the failure of the second valve is not detected, that is, when the second valve is normal (S18 / No), the control unit 63 uses both the first valve and the second valve to control the clutch actuator 30. (Step S22), and this routine ends.

  FIG. 8 is a flowchart showing an example of a method for controlling the clutch actuator 30 by the control unit 63. First, the control unit 63 sets the target position of the clutch piston 33 (step S30). For example, the control unit 63 sets the target position of the clutch piston 33 based on the state of the vehicle 1 such as an acceleration or deceleration command value of the vehicle 1, a vehicle speed and a gear position switching command signal. More specifically, when gear stage switching is performed, the control unit 63 temporarily disconnects the clutch 20 and sets the target position of the clutch piston 33 so that the clutch 20 is connected again after the gear stage switching is completed.

  Next, the control unit 63 detects the current stroke position of the clutch piston 33 based on the sensor signal of the stroke sensor 51 (step S32). Next, the controller 63 controls the clutch actuator 30 by control using the first valve and / or the second valve set according to the flowchart of FIG. 7 (step S34). For example, the control unit 63 determines whether at least one of the first valve and the second valve is based on the difference between the current stroke position of the clutch piston 33 and the target position so that the stroke position of the clutch piston 33 becomes the target position. A drive duty ratio is set and a drive signal is output to at least one of the first valve and the second valve.

  For example, the setting values of the drive duty ratios shown in FIGS. 4 to 6 are stored in the storage unit 65 as map information, and the control unit 63 refers to appropriate map information according to the settings in the flowchart of FIG. The driving of at least one of the valve and the second valve may be controlled. When the control unit 63 performs PID control of the stroke position of the clutch piston 33 using both the first valve and the second valve, the control unit 63 refers to the map information shown in FIG. 4 to determine the first valve and the second valve. Control the drive. Further, when PID control is performed on the stroke position of the clutch piston 33 using only the second valve, the control unit 63 controls the driving of the second valve with reference to the map information shown in FIG. Further, when PID control is performed on the stroke position of the clutch piston 33 using only the first valve, the control unit 63 controls the driving of the first valve with reference to the map information shown in FIG.

  The control unit 63 sets the drive duty ratios of the first valve and the second valve using the above formulas (1) to (3) each time without referring to the map information as shown in FIGS. Although calculation may be performed, the load of calculation processing by a processor or the like can be reduced by using the map information.

  After performing drive control of at least one of the first valve and the second valve in step S34, the control unit 63 detects the stroke position of the clutch piston 33 based on the sensor signal of the stroke sensor 51 (step S36). ). Next, the control unit 63 determines whether or not the detected stroke position has reached the target position (step S38). When the stroke position of the clutch piston 33 has not reached the target position (S38 / No), the control unit 63 returns to step S34 and repeatedly executes the processes of steps S34 to S38 described above. When the stroke position of the clutch piston 33 reaches the target position (S38 / Yes), the control unit 63 ends the control of the clutch actuator 30.

  As described above, the clutch control device 50 according to the present embodiment has either the first air supply electromagnetic valve 73 or the second air supply electromagnetic valve 74 provided in the air supply adjusting unit 71 of the drive unit 70. Is lost due to a failure, the amount of air supplied to the working chamber 35 of the clutch actuator 30 is controlled while complementing the control amount of the failed valve only by the other valve. In addition, the clutch control device 50 according to the present embodiment is used when one of the first exhaust electromagnetic valve 77 and the second exhaust electromagnetic valve 78 provided in the exhaust adjustment unit 75 of the drive unit 70 fails due to a failure. The exhaust amount from the working chamber 35 of the clutch actuator 30 is controlled while complementing the control amount of the failed valve only by the other valve. Therefore, on either the supply side or the exhaust side, when the first valve having a relatively small opening or the second valve having a relatively large opening fails, a decrease in control responsiveness is suppressed. Further, since the control of the clutch actuator 30 is continued while the control amount of the failed valve is complemented by the other valve, it is possible to avoid a situation in which the connection and disconnection of the clutch 20 is completely impossible.

<6. Modification>
The clutch control device 50 according to the present embodiment described so far is merely an example, and various modifications can be made. Hereinafter, a modification of the clutch control device 50 according to the present embodiment will be described. In the following modifications, the coefficients p, p ′, q in the above equations (1) to (3) are obtained by self-learning.

  FIG. 9 shows a configuration example of the control device 60 of the clutch control device 50 according to the modification. The control device 60 includes a failure detection unit 61, a control unit 63, a storage unit 65, and a learning control unit 67. Among these, the failure detection unit 61, the control unit 63, and the storage unit 65 may have the same configuration as each unit of the control device 60 according to the above embodiment.

  The learning control unit 67 includes, for example, a processor and an electric circuit, and has coefficients p and p ′ according to the ratio of the supply / exhaust capacity of the first valve to the supply / exhaust capacity of the second valve and the supply / exhaust of the first valve. Control is performed to learn a coefficient q corresponding to the ratio of the supply / exhaust capacity of the second valve to the capacity. The learning control unit 67 performs the first supply solenoid valve 73, the second supply solenoid valve 74, the first exhaust solenoid valve 77, and the like in a situation where there is no danger to the vehicle 1 even when the clutch 20 is connected or disconnected. The driving of the second exhaust solenoid valve 78 is controlled to learn the coefficients p, p ′, q.

  The situation where there is no danger to the vehicle 1 is, for example, that the power transmitted to the drive wheels 19RL and 19RR does not change even if the clutch 20 is connected and disconnected to switch whether power transmission from the engine 5 to the transmission 40 is switched. Is the situation. As a situation in which the vehicle 1 does not pose a danger, for example, there is a state where the gear stage is neutral. The situation that does not pose a danger to the vehicle 1 may be a state where the gear stage is neutral and the parking brake is operating.

  For example, the learning control unit 67 may obtain the coefficients p and q as follows. The learning control unit 67 detects the stroke position of the clutch piston 33 by the stroke sensor 51 while driving only the first valve with the driving duty ratio D_st for learning control in a situation where there is no danger to the vehicle 1. First moving speed V1 is obtained. Further, the learning control unit 67 detects the stroke position of the clutch piston 33 by the stroke sensor 51 while driving only the second valve at the same driving duty ratio D_st for learning control in a situation where there is no danger to the vehicle. A second moving speed V2 of the piston 33 is obtained. In this case, the learning control unit 67 sets the ratio of the first movement speed V1 to the second movement speed V2 as a coefficient p, and sets the ratio of the second movement speed V2 to the first movement speed V1 as a coefficient q.

  For example, the learning control unit 67 uses the first moving speed V1 and the second moving speed V2 of the clutch piston 33 when the first valve and the second valve are driven with a relatively small driving duty ratio D_st1 shown in FIG. The coefficient p may be set according to the ratio. Further, the learning control unit 67 operates the first and second moving speeds V1 and V2 of the clutch piston 33 when the first valve and the second valve are driven with a relatively large driving duty ratio D_st2 shown in FIG. Coefficients p ′ and q may be set in accordance with the ratio. In this case, the drive duty ratio D_st1 is a drive duty ratio in which the first valve is controlled in the first range R1 in which only the first valve having a relatively small opening is used, and the drive duty ratio D_st2 is the first This is the drive duty ratio in which the second valve is controlled in the second range R2 in which the second valve having a relatively large opening is used together with the valve.

  The acquisition of the coefficients p, p ′, q by the learning control unit 67 may be repeatedly executed in a situation where the vehicle 1 does not pose a danger, or may be executed every time an appropriate time has passed. In the clutch control device 50 according to the modification, the coefficients p, p ′, q acquired by the learning control of the learning control unit 67 are set as the coefficients of the above formulas (1) to (3), and the drive control of the clutch actuator 30 is performed. I do. According to the clutch control device 50 according to the modified example, the coefficients p, p ′, and q are appropriately set according to the current state of the first valve and the second valve. Therefore, when one of the first valve and the second valve fails, the accuracy of control of the clutch actuator 30 that is executed while complementing the control amount of the failed valve using only the other valve is improved. be able to.

  The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited to such examples. It is obvious that a person having ordinary knowledge in the technical field to which the present invention pertains can come up with various changes or modifications within the scope of the technical idea described in the claims. Of course, it is understood that these also belong to the technical scope of the present invention.

  For example, in the clutch control device 50 according to the above embodiment, each of the air supply adjustment unit 71 and the exhaust adjustment unit 75 is provided with a first valve with a relatively small opening and a second valve with a relatively large opening. In each of the air side and the exhaust side, when one of the valves fails, only the other valve is used to supplement the control amount of the failed valve. However, the present invention is not limited to such an example. Only one of the air supply adjustment unit 71 and the exhaust adjustment unit 75 may execute control that complements the control amount of the failed valve using only the other valve when one of the valves fails. In this case, the air supply adjustment unit 71 or the exhaust adjustment unit 75 where the control amount complement control is not executed may be provided with only one electromagnetic valve.

DESCRIPTION OF SYMBOLS 1 ... Vehicle, 20 ... Clutch, 30 ... Clutch actuator, 31 ... Cylinder, 33 ... Clutch piston, 35 ... Working chamber, 50 ... Clutch control device, 51 ... Stroke sensor, 60 ... control device, 61 ... failure detection unit, 63 ... control unit, 65 ... storage unit, 67 ... learning control unit, 70 ... drive unit, 71 ..Air supply control unit, 73... 1st air supply solenoid valve (first valve), 74... 2nd air supply electromagnetic valve (second valve), 75. , 77... First exhaust solenoid valve (first valve), 78... Second exhaust solenoid valve (second valve)

Claims (5)

In the clutch control device (50) for connecting and disconnecting the clutch (20) of the vehicle (1),
A clutch actuator (30) having a working chamber (35) formed by a cylinder (31) and a piston (33);
An air supply adjusting unit (71) provided in an air supply path of the working chamber (35);
An exhaust control section (75) provided in the exhaust passage of the working chamber (35);
A control unit (63) for controlling driving of the air supply adjustment unit (71) and the exhaust adjustment unit (75),
At least one of the air supply adjusting unit (71) or the exhaust adjusting unit (75) has a first valve (73, 77) and a second valve (74, 78) set to different opening degrees. ,
The control unit (63)
Using the first valve (73, 77) and the second valve (74, 78) to adjust the amount of air supplied to the working chamber (35) or the amount of exhaust from the working chamber (35);
A clutch control device that complements the control amount of one of the valves by the other valve when one of the first valve (73, 77) or the second valve (74, 78) fails. 50).   The control unit (63) is configured to supply / exhaust the other valve that has not failed when one of the first valve (73, 77) or the second valve (74, 78) has failed. The control of the other valve is controlled by setting the control amount of the other valve so as to complement the control amount of the one valve based on the ratio of the supply / exhaust capacity of the one valve that has failed to the capacity. The clutch control device according to claim 1.   The clutch control device (50) further includes a learning control unit (67) for learning the ratio of the supply / exhaust capacity when the shift position for inputting the operation of the transmission (40) of the vehicle (1) is neutral. The clutch control device (50) according to claim 2, further comprising:   When the first valve (73, 77) and the second valve (74, 78) are not in failure, the control unit (63) has a failure in the first valve (73, 77). Or at least one of the first valve (73, 77) or the second valve (74, 77) with reference to different maps when the second valve (74, 78) fails The clutch control device (50) according to claim 1 or 2, which controls the driving of the valve. The opening degree of the first valve (73, 77) is set smaller than the opening degree of the second valve (74, 78);
The control unit (63)
When the difference between the stroke position of the piston (33) and the target position is relatively small, the position of the piston (33) is controlled using the first valve (73, 77), and the piston (33 ) Is relatively large, the position of the piston (33) is adjusted using the first valve (73, 77) and the second valve (74, 78). The clutch control device (50) according to any one of claims 1 to 4, wherein the clutch control device (50) is controlled.

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