JP2532883Y2 - Automatic clutch device for vehicles - Google Patents

Description

[Detailed description of the invention]

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement in a vehicle automatic clutch device.

[0002]

2. Description of the Related Art In recent years, an attempt has been made to automate clutch operation necessary for shifting a vehicle. Of these, Jiko Sho 62
JP-A-46590 discloses a clutch actuator for intermittently engaging and disengaging a clutch, a potentiometer for detecting a stroke position of the clutch, and a rotation sensor for detecting rotation speeds of a drive shaft side and a driven shaft side of the clutch. To detect the end of clutch engagement from the difference in rotational speed between the drive shaft side and the driven shaft side of the clutch, and based on this, gently connect the clutch while operating the half-clutch as necessary. Something that can be done has also been proposed.

[0003]

By the way, in such a conventional example, even if the start of the clutch connection is detected by the potentiometer, it is confirmed from the output value of the potentiometer that the clutch has reached the preset start position of the connection. The gap between the detection position of the potentiometer and the actual connection start position due to wear of the clutch disk over time and changes in the play of the clutch during maintenance, making it difficult to control the half clutch. was there. Since the clutch engagement end position is determined from the coincidence of the rotational speeds of the drive shaft side and the driven shaft side of the clutch, the actual clutch engagement end position can always be detected.

[0004] Therefore, an object of the present invention is to always be able to accurately grasp the position at which the clutch is to be engaged regardless of the wear of the clutch disk or a change in the play of the clutch.

[0005]

SUMMARY OF THE INVENTION Therefore, the present invention provides a clutch driving means A for connecting and disconnecting a clutch as shown in FIG.
B means for detecting the stroke position of the clutch, C means for detecting the engine rotational speed, D means for detecting the countershaft rotational speed of the transmission, and the engine and the countershaft when the clutch is engaged based on these detection signals. Means for detecting the clutch stroke position at the time when the rotational speeds of the clutches coincide with each other as the clutch engagement end position , and calculating the clutch position from the stroke position by taking into account the stroke amount of a predetermined half-clutch area. And a clutch on / off control means G for controlling clutch operation from the next time on the basis of these clutch positions.

[0006]

The clutch end position is determined from the difference in rotational speed between the drive shaft side and the driven shaft side of the clutch, as before, so that the clutch stroke position at the time when the rotational speeds of both clutches coincide with each other is actually detected. The end position of the connection of the clutch according to the above is required. The stroke amount in the half-clutch area is set in advance, and does not change due to wear of the clutch disk or a change in play of the clutch. Therefore, the stroke amount in the half-clutch area is calculated from the detected value of the engagement end position of the clutch. The position corresponds to the position where the clutch actually begins to engage. Therefore, by controlling the clutch operation based on these clutch positions, the half-clutch operation can always be controlled well.

[0007]

FIG. 2 is an overall configuration diagram of an automatic transmission showing an embodiment of the present invention applied to a diesel engine vehicle. In this embodiment, a fuel injection pump 20, a mechanical friction clutch 21,
The multi-stage gear transmission 22 is provided with various detecting means for detecting these operating states and an actuator for driving them, and a control unit 23 comprising a microcomputer controls the actuator based on these detection signals to perform automatic shifting. It will be realized. That is, the automatic control of the clutch is configured as a part of the control for performing the shift operation.

First, means for detecting the operating state is required as detecting means. The operating state includes the rotational speed of the engine 19, the range position of the selector 24, the disconnected state of the clutch 21, the actual shift position of the transmission 22, and the vehicle speed. Can be determined from Therefore, the engine 19 has an engine rotation sensor 26 that detects the engine rotation speed from the flywheel rotation, the selector 24 has a range position sensor 28 that detects the range position of the select lever 27, and the clutch 21 has a stroke position. The clutch 22 is provided with a clutch stroke sensor 29, and the transmission 22 is provided with a shift position sensor 30 for detecting an actual shift position and a main shaft rotation sensor 31 for detecting a rotation speed of a main shaft connected to an axle via a propeller shaft. Since the rotation speed of the main shaft is proportional to the vehicle speed, it functions as a vehicle speed sensor.

The synchronizing of the meshing gears is performed by driving the gear shift mechanism when the rotation speed of the main gear that idles on the main shaft enters a synchronization region provided for the rotation speed of the main shaft. A counter shaft rotation sensor 32 for detecting the rotation speed of the corresponding counter shaft is provided.

Next, as an actuator to be controlled by the control unit 23 for these detecting means, a governor actuator 34 for controlling the engine rotation by driving a control lever in response to a request at the time of gear shifting is provided on the fuel injection pump 20. (In normal times, the control lever is driven in accordance with the depression angle of the accelerator pedal 25.) The clutch 21 is provided with a clutch actuator 35 for intermittently operating the clutch, and the transmission 22 is provided with a gear shift actuator 36 for driving a gear shift mechanism. Can be

A control unit 23 for controlling these actuators is constituted by a microcomputer, and performs a predetermined operation when a shift request based on the engine load and the vehicle speed during the auto-range running or a shift request due to the range switching operation of the selector 24 is generated. According to the processing,
The drive of the governor actuator 34, the clutch actuator 35, and the gear shift actuator 36 is controlled so that the gear shift is completed in a short time without generating gear noise or the like.

FIG. 3 is a configuration diagram of a clutch actuator. The air booster 35A is connected to an outer lever 40 of the clutch 21 via a piston rod. Reference numeral 41 denotes a clutch pedal for manually performing a delicate clutch operation at the time of starting the vehicle, etc. When the clutch pedal 41 is depressed, the hydraulic pressure supplied from the master cylinder 42 to the clutch booster 35A via the relay piston 43 causes a diaphragm. 44 is pushed, and the air reservoir side of the manual air circuit 45 communicates with the air booster 35A side. This allows
In the clutch booster 35A, the piston rod is extended by the power assist force of the air pressure supplied from the air reservoir through the double check valve 46 to disconnect the clutch.

When the clutch pedal 41 is released, the oil pressure in the clutch booster 35A is returned to the master cylinder 42. Therefore, the return operation of the diaphragm 44 shuts off the air reservoir side of the air circuit 45 and simultaneously opens the exhaust port on the booster 35A side. open. As a result, the air booster 35A contracts the piston rod while discharging the internal air pressure from the exhaust port to connect the clutch. Reference numeral 47 denotes a clutch pedal switch for detecting depression of the clutch pedal 4.

An automatic control air circuit 48 is connected to the air booster 35A in parallel with a manual air circuit 45 via a double check valve 46. The air circuit 48 has a solenoid valve having a small-diameter orifice at a discharge port. In addition to 49 (3-way valve), a solenoid valve 50 (2-way valve) also having a large diameter orifice is arranged in parallel. The solenoid valve 49 supplies the air pressure from the air reservoir to the clutch booster 35A when turned on, cuts off the air pressure supply when turned off, and discharges the air pressure inside the clutch booster 35A from the exhaust port. The solenoid valve 50 discharges the air pressure inside the clutch booster 35A from the discharge port when it is turned on, and shuts off the discharge pressure port when it is turned on.

The control unit 23 drives the clutch booster 35A at a stroke speed suitable for an operating state such as engine rotation, for example, as shown in FIG. 4, based on a detection signal from the clutch stroke sensor 29 at the time of shifting of the vehicle. Turn solenoid valves 49 and 50 ONN-O
FF control is performed. Here, the clutch stroke sensor 29
Is composed of a potentiometer that outputs a voltage value according to the stroke amount of the outer lever 40. FIG. 5 shows the output characteristics of the potentiometer 29.

By the way, the clutch position necessary for clutch control, that is, the clutch engagement start position and the clutch engagement end position change due to the wear of the clutch disc and the play of the clutch, so that the function of periodically rewriting these set values is controlled. It is added to the unit 23.

FIG. 7 is a flow chart for explaining the rewriting operation of the clutch position performed in the control unit 23.
If the rotational speeds of the engine and the counter shaft match based on detection signals from the engine 9, the engine rotation sensor 26, and the counter shaft rotation sensor 32, the clutch stroke position at that time is detected as the clutch engagement end position (step 61). ~ 63). Next, a position calculated from the stroke position in consideration of the stroke amount of the predetermined half-clutch area is determined as a clutch engagement start position, and the clutch position is rewritten based on these positions (steps 64 to 65). Note that the clutch engagement end position is determined by the output voltage value V _{1 of the} potentiometer 29.
Is detected as the output voltage value V ₂ of the potentiometer of the joint starting position _{V 2 = V 1 + V 0} : obtained by (V ₀ in advance is set as an output voltage value corresponding to the stroke of the half-clutch region) (FIG. 5).

With this configuration, the engagement end position of the clutch 21 is determined from the engine rotation speed and the countershaft rotation speed. Therefore, as shown in FIG. 6, the clutch stroke position at the time when the two rotation speeds match is detected. Thus, the actual engagement end position of the clutch is determined. The stroke amount in the half-clutch area is set in advance, and does not change due to wear of the clutch disk or play of the clutch. Therefore, the calculated position taking into account the stroke amount in the half-clutch area from the detected value of the clutch engagement end position. Corresponds to the position where the clutch actually begins to engage. Therefore, by controlling the engagement and disengagement of the clutch based on these clutch positions, the half-clutch operation as required can always be controlled well.

[0019]

In summary, according to the present invention, according to the present invention, a clutch driving means for connecting and disconnecting a clutch, a means for detecting a stroke position of a clutch, a means for detecting an engine rotational speed, and a rotational speed of a counter shaft of a transmission are detected. Means for detecting a clutch stroke position at the time when the rotation speeds of the engine and the countershaft coincide with each other at the time of clutch connection based on these detection signals as a clutch engagement end position ; and Since there is provided a means for setting a calculated position in consideration of the stroke amount as a clutch engagement start position, and a clutch connection / disconnection control means for controlling clutch operation from the next time based on these clutch positions, wear of the clutch disk is reduced. Always required, regardless of clutch play Effect that clutch operation can be accurately controlled is obtained.

[Brief description of the drawings]

FIG. 1 is a diagram corresponding to claims of the present invention.

FIG. 2 is an overall configuration diagram of an automatic transmission showing an embodiment of the present invention.

FIG. 3 is a configuration diagram of a clutch actuator.

FIG. 4 is a characteristic diagram showing an example of stroke control of the clutch booster.

FIG. 5 is an output characteristic diagram of the potentiometer.

FIG. 6 is a characteristic diagram showing an example of changes in engine rotation and counter shaft rotation when the clutch is engaged.

FIG. 7 is a flowchart illustrating a clutch position rewriting operation.

[Description of Signs] 21 Clutch 23 Control Unit 26 Engine Rotation Sensor 29 Clutch Stroke Sensor (Potentiometer) 32 Counter Shaft Rotation Sensor 35A Clutch Booster

Claims (1)

(57) [Scope of request for utility model registration] A clutch driving means for connecting and disconnecting the clutch;
Means for detecting the stroke position of the clutch, means for detecting the engine rotational speed, means for detecting the countershaft rotational speed of the transmission, and the rotational speeds of the engine and the countershaft when the clutch is engaged based on these detection signals Means for detecting the clutch stroke position at the point of time as a clutch engagement end position , means for setting a calculated position in consideration of a stroke amount of a predetermined half-clutch area from the stroke position as a clutch engagement start position, An automatic clutch device for a vehicle, comprising: clutch engagement / disengagement control means for controlling the next clutch operation based on the clutch position.