JP2597810B2 - Vehicle clutch control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle clutch control device.

[0002]

2. Description of the Related Art As a clutch control device which constitutes a part of control for performing automatic shifting of a vehicle, there is known a clutch control device which is provided with a fluid pressure type actuator for connecting and disconnecting a clutch and controlling the stroke thereof through a duty valve ( Japanese Utility Model Publication No. 3-29761). Further, there has been proposed a type in which the stroke of a clutch is controlled by a simple magnet valve instead of an expensive duty valve (Japanese Utility Model Application No. 4-4).
No. 7693).

[0003]

By the way, in this prior application, a clutch booster (having an air circuit for manual control and an air circuit for automatic control) is employed as a clutch actuator, and when a clutch is disengaged, a predetermined stroke position ( The supply of air pressure to the clutch booster is stopped at a preset time in consideration of the overstroke of the clutch booster. However, when a shift request occurs during manual control or automatic control of the clutch, When the automatic control of the clutch is started or the automatic control of the double clutch is performed as necessary, even if the supply of the air pressure is stopped at the predetermined stroke position, the air pressure enters the clutch booster. This could cause overstroke (deteriorating the durability of the clutch booster).

An object of the present invention is to provide an effective countermeasure for solving such a problem.

[0005]

Therefore, FIG. 11 (a)
In the clutch control device including means A for automatically performing the double clutch control when a shift request of the vehicle is generated as described above, a predetermined value set in consideration of the overstroke of the actuator when the first clutch is disconnected. Means B for stopping the supply of the operating pressure to the actuator at the stroke position, and means for stopping the supply of the operating pressure to the actuator at the stroke position that is set to the connection side by a predetermined stroke amount from the first time when the second clutch is disconnected. C
Is provided.

Further, as shown in FIG. 11B, a clutch control device for a vehicle including means D for stopping the supply of the operating pressure to the actuator at a predetermined stroke position in consideration of the overstroke of the clutch actuator when the clutch is disconnected. , A means E for changing the supply stop position of the operating pressure in accordance with the stroke position at the start of the clutch control based on the shift request is provided.

[0007]

According to the configuration shown in FIG. 11A, in the double clutch control, the supply of the operating pressure to the clutch booster is not stopped at the predetermined position at the same time as the first time during the second clutch disengagement operation. Since the supply of the operating pressure to the clutch booster is stopped at a predetermined position set closer to the connection side than the predetermined position, the operating pressure is not excessively applied to the clutch booster, and the overstroke of the clutch booster can be effectively prevented. .

According to the configuration shown in FIG. 11B, the stroke position at which the supply of the operating pressure is stopped when the clutch is disconnected is not always constant, but changes according to the clutch stroke position at the start of clutch control based on a shift request. Even in the case where automatic control of the clutch is started in response to a shift request during manual control or automatic control of the clutch, overstroke of the clutch actuator can be effectively prevented.

[0009]

FIG. 1 is a block diagram of an entire system showing an example of application to a diesel engine vehicle. A fuel injection pump 1 has a throttle actuator 2 for controlling a control lever to a required opening, and a mechanical clutch 3 has a clutch. The transmission 5 includes a gear shift actuator 6 for driving a gear shift mechanism of a main gear, a split actuator 7 for switching a split gear before and after the main gear and a range gear to high and low, respectively, and a range. An actuator 8 is provided.

The clutch booster 4 is connected to an outer lever 30 of the clutch 3 via a fixed rod 31 as shown in FIG. Reference numeral 13 denotes a clutch pedal for manually engaging and disengaging the clutch. When the clutch pedal 13 is depressed, the control valve 33 is pressed by hydraulic pressure supplied from the master cylinder 32 to the clutch booster 4, and the manual air circuit 34
The air reservoir 35 side and the clutch booster 4 side communicate with each other. Accordingly, air pressure is supplied from the air reservoir 35 to the clutch booster 4 through the double check valve 36, and the piston rod 31 is extended by the power assist force to disconnect the clutch 3.

When the clutch pedal 13 is released, the hydraulic pressure in the clutch booster 4 is returned to the master cylinder 32.
Since the control valve 33 shuts off the manual air circuit 34 by the return operation and opens the exhaust port 37 side of the clutch booster 4, the piston rod 31 contracts while releasing the air pressure inside the clutch booster 4 from the exhaust port 37. The clutch 3 is connected.

The control valve 33 adjusts the degree of opening of the manual air circuit 34 and the exhaust port 37 of the clutch booster 4 in accordance with the oil pressure from the master cylinder 32. Operation becomes possible.

An automatic air circuit 38 is connected to the clutch booster 4 via a double check valve 36 in parallel with a manual air circuit 34.
a and a supply valve 38b
And a magnet valve CL for selectively opening and closing the supply side 38b to the exhaust side 38a.
1 is provided. An orifice 40 that narrows the exhaust port is interposed in the magnet valve CL1. It should be noted that inexpensive three-port two-position switching magnet valves are used as the magnet valves CL1 to CL3.

In FIG. 1, an accelerator sensor 9 for detecting the pedal depression angle is shown as an accelerator pedal 9 in FIG. 1, and a clutch 3 is used to detect the rotational speed of the engine from a flywheel. An engine rotation sensor 11 for detecting, a clutch stroke sensor 12 for detecting a stroke position of the clutch 3, a position sensor 16 for detecting an actual shift position in the transmission 5, and a rotation speed of a main shaft connected to a propeller shaft. Vehicle speed sensor 17
A gear rotation sensor 18 that detects the rotation speed of the main gear that idles on the main shaft is attached.

The clutch pedal 13 is provided with pedal switches 14 and 15 for detecting an initial position and an operating position of the pedal for switching between manual control and automatic control of the clutch 3. In the operator's cab, in addition to the shift lever device 19 (shifter) of the transmission 5, a monitor 20 for displaying a shift position of the transmission 5 and the like are provided. The operation pattern of the shifter 19 is simplified to an h-type having five positions of upshift, downshift, hold, reverse, and neutral.

The engine control unit 21 and the transmission control unit 22 control the driving of the actuator based on these output signals.
When a shift request corresponding to the lever position of the shifter 19 is generated, the clutch 3 is disengaged simultaneously with returning the accelerator opening of the engine to the no-load position in response to a shift-up request and a shift-down request during traveling. Then, while performing the double clutch control as necessary, the transmission 5 is gear-shifted to the required shift stage, and when the gear setting is completed, the clutch 3 is connected to perform a series of shift control for returning the accelerator opening of the engine. It has become.

The clutch control at the time of shifting is started when a shift-up request or a shift-down request is generated. As shown in FIG. 3, the magnet valve CL2 of the clutch booster 4 is kept off and the magnet valves CL1 and CL3 are simultaneously turned on. (1.01). As a result, the air pressure from the air reservoir 35 is reduced by the magnet valve CL.
3, the clutch 3 is supplied to the clutch booster 4 through CL1, and the clutch 3 is driven in the disconnecting direction. When the clutch stroke reaches a specified value A as a predetermined position set in consideration of the overstroke of the clutch booster, the disconnection state of the clutch 3 is determined, and the supply of air pressure is stopped by turning off the magnet valve CL3 (1). .02, 1.03).

At the same time, the gear shift control of the transmission 5 is started, and the transmission 5 is set to the neutral position. During this time, if the necessity of the double clutch control is determined from the rotational speed difference between the engine and the main gear, the neutral setting of the transmission 5 is performed. At the same time, the mabnet valve CL3 is kept off, the mabnet valve CL1 is turned off, and the mabnet valve CL2 is turned on (1.04 to 1.06). As a result, the air pressure in the clutch booster 4 is exhausted through the Mabnet valves CL2 and CL1, so that the clutch 3 quickly strokes toward the connection side.

When the clutch stroke reaches a prescribed value B as a predetermined connection position, the magnet valve CL2 is turned off and the magnet valves CL1 and CL3 are turned on. As a result, the air pressure from the air reservoir 35 is supplied to the clutch booster 4 through the magnet valves CL3 and CL1, and the clutch 3 is driven again in the disconnection direction. When the clutch stroke reaches a specified value D as a predetermined position to be set before (connected side) the specified value A, the supply of air pressure is stopped by turning off the magnet valve CL3 (1.08 to 1.10). .

When the gear setting of the transmission 5 is completed, the magnet valve CL2 is turned on (1.11, 1.12). As a result, the air pressure in the clutch booster 4 is exhausted through the magnet valve CL2, so that the clutch 3 quickly strokes in the connection direction. When the clutch stroke reaches a specified value C set as the meat start position, the magnet valve C
L2 and CL1 are simultaneously turned off (1.13, 1.1
4). Accordingly, the exhaust through the magnet valve CL2 is stopped, and the exhaust gas is switched to the exhaust through the orifice 40 of the magnet valve CL1, so that the clutch 3 strokes slowly at a speed determined by the orifice diameter.

When the termination of the half clutch is determined from the difference in rotational speed between the engine and the main gear, the magnet valve CL2
Are turned on (1.15, 1.16). As a result, the air is exhausted through the magnet valve CL2, so that the clutch 3 quickly strokes toward the completely connected position.
Thereafter, when a predetermined time has elapsed from the end of the half-clutch state, the completion of the shift control of the vehicle is determined, and the magnet valve CL2 is turned off (1.17, 1.18). In addition,
Steps 1.05 to 1.1 during the normal control of the clutch 3
0 is not performed, and the process proceeds from step 1.04 to step 1.11.

With this configuration, in the double clutch control, the supply of the air pressure to the clutch booster 4 is not stopped at the specified value A at the time of the second clutch disengagement operation as at the first time. Also, the supply of the air pressure to the clutch booster 4 is stopped at the specified value D set on the connection side, so that the air pressure does not excessively enter the clutch booster 4 and the overstroke of the clutch booster 4 can be effectively prevented. . FIG. 4 shows the change in the stroke during the double clutch control using the magnet valves CL1 to CL.
It is expressed in connection with the operation state of L3. In the double clutch control, when the supply of the air pressure to the clutch booster 4 is stopped at the specified value A at the time of the second clutch disengagement operation as in the first time, as shown in FIG. Will occur.

FIG. 5 is a flow chart for explaining another embodiment. In the case where a shift request is issued during manual control or automatic control of the clutch 3 and automatic control is started, the overstroke of the clutch booster 4 is started. In order to prevent this, the specified value G as the stroke position at which the supply of the air pressure to the clutch booster 4 is stopped during the clutch disengagement operation is set to a value closer to the disengagement side than the specified value E based on the stroke position at the start of the automatic control. The specified value D is selectively given when the connection side is greater than the specified value E, and the air pressure supplied to the clutch booster 4 when the magnet valves CL1 and CL3 are turned on is determined by the clutch stroke. When the prescribed value G is reached, the magnet valve CL3 is turned off and stopped (2.01 to 2.06). Since steps 2.07 and below are the same as steps 1.04 and below in FIG. 3, the drawing is omitted.

According to this, the automatic control is newly started based on the shift request from the state where the clutch 3 is located on the disconnection side from the predetermined position E during the manual control or the automatic control as shown in FIGS. Even when the clutch is disconnected, the normal specified value A
Since the supply of the air pressure is stopped at the specified value D set on the connection side, the overstroke of the clutch booster 4 can be effectively prevented.

FIG. 8 is a flowchart for explaining still another embodiment (another control content corresponding to the flow portion in FIG. 5). In order to appropriately prevent the overstroke of the clutch booster 4, the automatic control at the start of the automatic control is performed. The specified value F is determined from the clutch stroke based on a map as shown in FIG. 9, and when the clutch stroke reaches the specified value F at that time, the supply of the air pressure to the clutch booster 4 is stopped (3.01 to 3.01). 3.04).

[0026]

In summary, according to the present invention, in a clutch control device having means for automatically performing a double clutch control when a shift request of a vehicle is generated, an overstroke of the actuator during the first clutch disengagement is provided. Means for stopping supply of operating pressure to the actuator at a predetermined stroke position set in consideration of minutes,
A means is provided for stopping the supply of the operating pressure to the actuator at a stroke position that is set to the connection side by a predetermined stroke amount from the first clutch disengagement at the time of the second clutch disengagement. It is possible to effectively prevent overstroke of the clutch actuator without excessive pressure.

Further, in a vehicle clutch control device provided with means for stopping the supply of the operating pressure to the actuator at a predetermined stroke position in consideration of the overstroke of the clutch actuator when the clutch is disengaged, the clutch control based on the shift request is started. Means for changing the supply stop position of the operating pressure in accordance with the stroke position at the time, the clutch actuator can be used even when automatic control based on a shift request is started during manual control or automatic control of the clutch. Overstroke can be effectively prevented.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of an entire apparatus showing an embodiment of the present invention.

FIG. 2 is a configuration diagram of a clutch booster.

FIG. 3 is a flowchart illustrating clutch control.

FIG. 4 is a timing chart showing a control stroke of a double clutch.

FIG. 5 is a flowchart illustrating clutch control.

FIG. 6 is a timing chart showing a control stroke of a clutch.

FIG. 7 is a timing chart showing a control stroke of a clutch.

FIG. 8 is a flowchart illustrating clutch control.

FIG. 9 is a characteristic diagram showing a map example of clutch control.

FIG. 10 is a timing chart showing a control stroke of a double clutch.

FIG. 11 is a diagram corresponding to claims of the present invention.

[Explanation of symbols]

 Reference Signs List 1 fuel injection pump 2 throttle actuator 3 clutch 4 clutch booster 5 transmission 6 gear shift actuator 7 split actuator 8 range actuator 10 accelerator sensor 11 engine rotation sensor 12 clutch stroke sensor 14, 15 clutch pedal switch 16 gear position sensor 17 vehicle speed sensor 18 gear rotation Sensor 19 Shifter 21 Engine control unit 22 Transmission control unit CL1-CL3 Magnet valve

Claims (2)

(57) [Claims] 1. A clutch control device comprising means for automatically performing a double clutch control as required when a shift request of a vehicle is generated, a predetermined value set in consideration of an overstroke of an actuator at the time of a first clutch disconnection. Means for stopping the supply of the operating pressure to the actuator at the stroke position, and means for stopping the supply of the operating pressure to the actuator at the stroke position which is set to the connection side by a predetermined stroke amount from the first time when the second clutch is disconnected. A clutch control device for a vehicle, comprising: 2. A clutch control device for a vehicle, comprising: means for stopping supply of operating pressure to an actuator at a predetermined stroke position in consideration of an overstroke of a clutch actuator when a clutch is disengaged. A clutch control device for a vehicle, comprising means for changing a supply stop position of the operating pressure according to a stroke position at the time.