JP2885184B2 - Vehicle clutch 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 clutch device for a vehicle, and more particularly, to a clutch device having a function of automatically disengaging a clutch when the vehicle is in a stop state.

[0002]

2. Description of the Related Art Conventionally, as a vehicle transmission, an automatic transmission in which a shift operation is automated has been frequently used. In the case of a small vehicle, the automatic transmission mainly employs a torque converter instead of a clutch. However, in large vehicles such as buses and trucks, the transmission amount of the driving torque is large, and it is difficult for the torque converter to sufficiently transmit the driving torque.

Therefore, an automatic transmission using a mechanical transmission similar to a manual transmission and having a clutch device that can be automatically connected and disconnected to this transmission has been developed for large vehicles. Thus, even if the transmission drive torque is large, the clutch can be automatically controlled in accordance with the shift timing, and the shift can be performed automatically. In such a clutch device, when the vehicle speed is reduced and the engine speed is reduced, and the vehicle is brought into a stop state, the clutch is automatically disengaged to avoid engine stall. Like that.

Further, a clutch device having a structure in which automatic disengagement of a clutch is canceled in accordance with a vehicle state or a running state is disclosed in Japanese Patent Application Laid-Open No. 7-96778.

[0005]

By the way, in the clutch device having the structure disclosed in the above-mentioned publications, when the vehicle speed of the vehicle is reduced to a predetermined value or less, or when the engine speed is reduced to a predetermined value or less, the vehicle is normally closed. Is determined to be in a state of transition to stop, and the clutch is automatically disengaged. That is, the determination value for automatically disengaging the clutch is kept constant.

[0006] However, if the determination threshold value for disengaging the clutch is fixed at a fixed value such as when the vehicle speed reaches a predetermined vehicle speed or when the engine speed reaches a predetermined engine speed, the vehicle becomes If the vehicle performs sudden braking, the clutch disengagement cannot follow the deceleration of the vehicle, which may cause engine stall. Further, in general, the drive torque tends to decrease at a relatively high engine speed, that is, at a clutch speed, as the shift speed becomes higher. Therefore, even when the shift speed is high, engine stall may occur. There is.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle clutch device capable of always preventing engine stall regardless of the running state of the vehicle. .

[0008]

According to a first aspect of the present invention, there is provided a clutch provided between an engine and a transmission for disconnecting and transmitting power from the engine to the transmission. Determining means for determining, based on a comparison between vehicle speed information and a determination criterion, that the vehicle is in a transition state to a stop, and automatically operating the clutch when the determination means determines the transition state of the vehicle to the stop state. Disconnection control means for setting the vehicle to a deactivated state, deceleration detection means for detecting deceleration of the vehicle, and variable means for varying the criterion according to the deceleration detected by the deceleration detection means. It is characterized by:

Therefore, when it is determined that the vehicle is in the transition state to the stop, the clutch is automatically disengaged, but the determination of the transition state to the stop is detected by the deceleration detecting means. This is performed based on a criterion that changes according to the deceleration. Thereby, for example, even if the deceleration is rapid, the transition state to the stop of the vehicle is determined based on the criterion according to the rapid deceleration, and the clutch is satisfactorily disengaged. Regardless, engine stall is suitably prevented.

Further, the invention according to claim 2 further comprises a clutch rotational speed detecting means for detecting the rotational speed of the clutch, wherein the variable means sets the reference clutch rotational speed as the criterion as the deceleration increases. The value is set to a high value, and the determination unit determines the transition state to the stop by comparing the reference clutch rotation speed with the clutch rotation speed detected by the clutch rotation speed detection unit.

Accordingly, the determination of the transition state to the stop is made by comparing the reference clutch rotational speed as a criterion, which is set to a higher value as the deceleration becomes larger, with the actually detected clutch rotational speed. Thus, for example, even when the deceleration is rapid, the transition state to the stop of the vehicle is determined by comparing the high reference clutch speed corresponding to the rapid deceleration with the actual clutch speed. As a result, the clutch is quickly disengaged, and engine stall is suitably prevented regardless of the deceleration.

Further, according to the invention of claim 3, there is further provided a shift speed detecting means for detecting a current shift speed of the transmission,
The variable means sets the reference clutch speed to a higher value as the current gear position is higher.
Therefore, the shift state to the stop is determined by setting the reference clutch rotation speed to a higher value as the current gear position is larger, and the clutch is quickly disengaged in the high gear position where the engine stalls at a relatively high clutch rotation speed. ,
Engine stall is suitably prevented regardless of the gear position.

According to a fourth aspect of the present invention, there is further provided a brake means for transmitting brake pedal depression information to a brake device via a fluid to perform braking, and the deceleration detecting means detects a pressure of the fluid. It is characterized by comprising a fluid pressure detecting means. Therefore, the deceleration is easily and reliably detected based on the fluid pressure corresponding to the brake pedal depression speed, and accordingly, the transition state of the vehicle to the stop is properly determined.

[0014]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 shows the entire configuration of a drive system of a vehicle (truck, bus, etc.) to which the clutch device according to the present invention is applied. Hereinafter, the configuration of the drive system of the vehicle including the clutch device of the vehicle will be described with reference to FIG.

Referring to FIG. 1, a diesel engine (hereinafter referred to as an engine) 1 has an engine output shaft 2.
The engine output shaft 2 is connected to a gear transmission (hereinafter simply referred to as a transmission) 4 via a clutch device 3 according to the present invention. As a result, the output of the engine 1 is transmitted to the transmission 4, and the transmission 4 performs a shift. The transmission 4 is an automatic transmission having seven forward speeds (first to seventh speeds) in addition to the reverse speed, and is capable of manual as well as automatic shifting. . The clutch device 3 is configured to automatically control the connection and disconnection of the transmission 4 when the transmission 4 is automatically shifted, and the details will be described later.

The engine 1 has a fuel injection pump (hereinafter referred to as an injection pump) for supplying fuel to the engine 1.
6 are provided. The injection pump 6 is a device that operates the pump by the output of the engine 1 transmitted via a pump input shaft (not shown) to inject fuel. The injection pump 6 is provided with a control rack (not shown) for adjusting a fuel injection amount, and further provided with a rack position sensor 9 for detecting a rack position (control rack position) RW of the control rack. Have been. In the vicinity of the pump input shaft, an engine rotation sensor 8 for detecting the rotation speed of the pump input shaft and detecting the rotation speed of the output shaft 2 of the engine 1, that is, the engine rotation speed Ne, based on the rotation speed is provided. I have.

The clutch device 3 is an ordinary machine in which the clutch plate 12 is brought into pressure contact with the flywheel 10 by a pressure spring 11 to establish a connection state, while the clutch plate 12 is separated from the flywheel 10 to establish a disconnection state. The operation of the friction clutch can be performed not only manually but also automatically. That is, the air cylinder unit 16 which is interlocked with the clutch pedal 13 and functions as a clutch connecting / disconnecting actuator is connected to the clutch plate 12 via the outer lever 12a. The air tank 34 is connected to the air cylinder unit 16 via an air passage 30 which is an air supply passage.
Is connected. The air passage 30 is provided with a magnet valve 31 for communicating and blocking air to and from the air cylinder unit 16. Accordingly, the magnet valve 31 is opened, and the air tank 34
When air is supplied via the air cylinder unit 0, the air cylinder unit 16 operates automatically. Thereby, the clutch plate 12
Moves, and the connection and disconnection of the clutch are automatically performed.

More specifically, when the air cylinder unit 16 shifts from the non-operating state to the operating state, the clutch plate 12 moves in a direction away from the flywheel 10, whereby the clutch device 3 changes from the connected state to the disconnected state. I do. On the other hand, when the air cylinder unit 16 is in the non-operation state, the clutch plate 12 is brought into pressure contact with the flywheel 10 by the pressure spring 11, and the clutch device 3 is held in the connected state. The automatic connection and disconnection of the clutch is performed in accordance with the automatic transmission of the transmission 4 as described above.

A hydraulic master cylinder 13a is connected to the clutch pedal 13 so as to interlock with the depression operation of the clutch pedal 13.
An oil passage 13b is connected to 3a. The oil passage 13b is connected to the air cylinder unit 16.
Therefore, when the clutch pedal 13 is depressed, hydraulic oil is supplied from the hydraulic master cylinder 13a to the air cylinder unit 16 via the oil passage 13b, whereby the clutch plate 12 operates via the air cylinder unit 16,
The clutch device 3 can be operated not only automatically but also manually.

Referring to FIG. 1, the clutch pedal 13 is provided with a clutch depression sensor 15 for detecting the depression amount of the clutch pedal 13.
The moving amount of the clutch plate 12, that is, the clutch stroke amount S
A clutch stroke sensor 17 for detecting CL is attached. Further, a clutch touch sensor 18 for detecting a connection state between the clutch plate 12 and the flywheel 10 is provided.
Is provided. Further, the input shaft 20 of the transmission 4 includes:
A clutch rotation sensor (clutch rotation speed detecting means) 22 for detecting the rotation speed of the input shaft 20, that is, the clutch rotation speed NCL.
Is attached.

The air tank 34 is connected to air passages 39, 39 which are different from the air passage 30 and are branched into two systems on the downstream side. The distal ends of these branched air passages 39, 39 are connected to an air master 42 in a braking system (air overhydraulic type) via respective solenoid valves MVQ44. A pair of solenoid valves MVQ4
Reference numerals 4 and 44 denote valves that are opened and closed in response to the operation of the brake pedal 50. More specifically, a brake sensor 52 that outputs a high-level brake signal when the brake pedal 50 is depressed is attached to the brake pedal 50, and the solenoid valves MVQ 44 and 44 output the brake signal from the brake sensor 52. Is opened and closed via the ECU 80 based on That is, when the solenoid valves MVQ44, 44 are opened, the air masters 42, 42 operate,
As a result, a plurality of wheel brakes 40 connected to each other are operated, and the brakes are turned on.

Further, as shown in FIG.
A stop lamp switch (deceleration detecting means) 4 for turning on a stop lamp (not shown) is provided at 39.
6 and a sudden braking detection switch (deceleration detecting means) 48 are provided. The stop lamp switch 46 and the rapid braking detection switch 48 detect an air pressure in the air passages 39, 39 and output an ON signal, and a predetermined air pressure for outputting the ON signal is set in each of them. ing. That is, the stop lamp switch 46 outputs an ON signal at the first air pressure (for example, 0.3 ± 0.1 kg / cm ² ), and the sudden braking detection switch 48 outputs the first air pressure. An ON signal is output at a higher second air pressure (for example, 2.2 kg / cm ² ).

The change lever 60 is a select lever of the transmission 4 and has a select pattern as shown in a box in FIG. That is, this change lever 6
0 can move in the select direction and a direction orthogonal to the select direction, and can move from a position moved in the orthogonal direction to a shift direction parallel to the select direction.

To describe the select pattern of the change lever 60, an N (neutral) range, an R (reverse) range and a D (drive) range corresponding to the automatic shift mode are set in the select direction.
And the position moved in the direction orthogonal to the select direction,
That is, the range in which the change lever 60 can move in the shift direction is the M (manual) range corresponding to the manual shift mode.

The shift pattern in the M range will be described. In the shift direction, the change lever 60 sandwiches a HOLD position set at a position horizontally moved from the D range to the M range. A (shift up) position and a DOWN (shift down) position are set. That is, in the shift direction, the UP position and the DOWN position are arranged in a line with the HOLD position being a neutral position therebetween, that is, an I-type shift pattern is formed. Therefore, in the M range, when the change lever 60 is operated to the UP position side or the DOWN position side, the shift speed shifts by one step to the upshift side or the downshift side, respectively.

In such a select pattern and a shift pattern, the change lever 60 located in the N range, the R range, and the D range is held at the position and stopped even if the driver's hand is released after the operation to the position. On the other hand, when the shift operation is performed from the HOLD position to the UP position or the DOWN position after the M range is selected, if the driver's hand leaves after the operation,
It automatically returns to the neutral position, that is, the HOLD position, and is held at that position (HOLD position).

The change lever 60 is connected to a gear position selection switch 62. This gear position selection switch 6
Numeral 2 detects the range and position of the change lever 60 when the change lever 60 is operated. The gear position selection switch 62 is connected to the ECU 80. As described later, the ECU 80
Are connected to a gear shift unit 64 for meshing the gears, that is, switching the gear position. Thus, when a detection signal of each range and position is supplied from the gear position selection switch 62 to the ECU 80, the gear shift unit 64 is operated according to the signal, and the gear position of the transmission 4 is changed to the selected select range and the selected position. It can be switched according to the shift position.

The gear shift unit 64 includes a plurality of solenoid valves (only one is shown in FIG. 1) 66 that are operated by an operation signal from the ECU 80 and a plurality of shift forks (not shown) in the transmission 4. Power cylinder (not shown). These power cylinders of the gear shift unit 64 are connected to the electromagnetic valve 66, the air passage 67,
And is connected to the above-described air passage 30, and thus operates when high-pressure operating air is supplied from the air tank 34. That is, the ECU 80
, Each power cylinder operates according to the operation signal, whereby the meshing state of the gear transmission 4 is appropriately changed.

In the vicinity of the gear shift unit 64 of the transmission 4, a gear position switch (gear position detecting means) 68 as a gear position sensor for detecting each gear position is provided.
The gear position switch 68 outputs a current gear position signal to the ECU 80. The accelerator pedal 70 is provided with an accelerator opening sensor 72. The output shaft 76 of the transmission 4 is provided with a vehicle speed sensor 78 for detecting the vehicle speed V.

Reference numeral 82 in FIG. 1 indicates an engine control unit provided separately from the ECU 80.
The engine control unit 82 is a device that supplies a signal from the ECU 80 corresponding to information from each sensor and accelerator opening information VA to an electronic governor (not shown) in the injection pump 6. Drive control is performed. That is, the engine control unit 82
When a command signal is supplied from the controller to the electronic governor, the control rack operates to increase or decrease the fuel, thereby controlling the increase or decrease of the engine speed Ne.

Reference numeral 99 in the figure is a main power switch of an electrical system such as the ECU 80 and the engine control unit 82, that is, an ignition key switch, and reference numeral 94 is a buzzer 94 that emits a sound such as an alarm sound. ,
Reference numeral 96 denotes a display unit for displaying various running states of the vehicle. Referring to FIG. 2, the display unit 96 is shown in an enlarged manner. As shown in the figure, the display unit 96 is provided with a gear position display panel 97 for electronically displaying the current gear position number based on information from the gear position switch 68, in addition to various meters. . The numeral display section 98 of the gear position display panel 97
As described later, not only lighting but also blinking is possible.

The ECU 80 includes a microcomputer (C
PU), a memory, and an interface as an input / output signal processing circuit. On the input side of the ECU 80, the above-described engine rotation sensor 8, rack position sensor 9, clutch depression sensor 15, clutch stroke sensor 17, clutch touch sensor 18, clutch rotation sensor 22, stop lamp switch 46, rapid braking switch 48, brake Sensor 52, gear position selection switch 62,
A gear position switch 68, an accelerator opening sensor 72, a vehicle speed sensor 78, an ignition key switch 99, and the like are connected, and information from these sensors and the like is input.

On the other hand, on the output side of the ECU 80, the above-described magnet valve 31, the solenoid valves 44 and 66, the engine control unit 82, the buzzer 94, the display unit 96 and the like are connected. By the way, ECU80
The memory is composed of a read-only ROM in which a flowchart (not shown) is written as a program or data, and a writable RAM.

For example, the ROM stores a shift map for determining the target shift speed based on the vehicle speed V, the accelerator opening VA, and the engine speed Ne when the select position is in the D range. The target shift speed is determined from the shift map based on the vehicle speed V, the accelerator opening VA, or the engine speed Ne. And E
The CU 80 supplies a shift signal corresponding to the target shift speed to each of the solenoid valves 66 of the gear shift unit 64 to adjust the gear to the target shift speed. As a result, automatic shift control is performed.

As described above, when the gear of the transmission 4 is switched to the target shift speed and the shift is completed, the gear position switch 68 outputs a gear position signal. Thereby, it is determined whether or not each gear has been properly switched in response to the shift signal, that is, whether or not the meshing is in a normal state. By the way, as described above, when the target shift speed is determined regardless of the manual shift control and the automatic shift control,
The ECU 80 supplies a shift signal corresponding to the target shift speed to each electromagnetic valve 66 of the gear shift unit 64 and supplies a drive signal to the magnet valve 31. That is, when the shift signal is supplied and the shift is started, the magnet valve 31 is opened in synchronization with the shift. In particular,
Here, the magnet valve 31 is operated based on accelerator opening information VA and engine speed information Ne for generating a shift signal instead of a shift signal.

As a result, the air cylinder unit 16 is automatically operated at the same time as the shift is started, the clutch plate 12 is separated from the flywheel 10, and the clutch device 3 is disengaged. When the shift is substantially achieved, the magnet valve 31 is well controlled, the clutch plate 12 is gradually pressed against the flywheel 10, and the clutch device 3 is again connected.

Referring to FIG. 3, there is shown a flowchart of a main control routine (main routine) of the transmission 4 and the clutch device 3 which is executed by the ECU 80. Hereinafter, based on FIG. The control procedure 3 will be described. The control of the transmission 4 and the clutch device 3 performed by the ECU 80 includes the above-mentioned automatic transmission control for fully operating the transmission 4 and the clutch device 3 based on the shift map in the D range to achieve a shift,
The shift lever 60 is manually operated to determine a position in the select range or the M range, and the transmission 4 and the clutch device 3 are operated to achieve a shift. At one time, there is a stop control (disconnection control means) for automatically disengaging the clutch device 3 (hereinafter referred to as automatic clutch disengagement) so that the engine 1 is not accidentally stalled (engine stall). Here, the stop control of the clutch device 3 according to the present invention will be mainly described.

In step S10, the control power is turned on when the ignition key switch 99 is turned on and the engine 1 is started. Thereby, the transmission 4
The main control of the clutch device 3 is started. Here, the description will be made on the assumption that the vehicle is in a running state after a certain period of time has elapsed since the engine 1 was started.

In the next step S12, it is determined whether or not the vehicle speed V is equal to or lower than a predetermined value V1 (for example, 30 km / h). This determination means determination of whether to execute automatic shift control or manual shift control, or whether the vehicle is in a transition state to stop and needs to execute the stop control.
When the determination result is false (No) and the vehicle speed V is higher than the predetermined value V1, the vehicle is in a normal traveling state, the possibility that the vehicle stops is low, and it is determined that the stop control need not be performed. it can. Therefore, in this case, the next step S1
Proceed to 4.

In step S14, if the select range is D
It is determined whether the automatic transmission is in the range or not. When the determination result is true (Yes) and the select range is the D range, the process proceeds to step S16, and
The automatic shift control is performed based on the shift map.
On the other hand, if the result of the determination in step S14 is false (No) and the select range is other than the D range, that is, if the automatic shift is not being performed, the process proceeds to step S18, where the manual shift control is performed.

Incidentally, the automatic shift control and the manual shift control are well known, and the details thereof are omitted here. On the other hand, if the determination result in step S12 is true, the vehicle speed V is equal to or lower than the predetermined value V1 (for example, 30 km / h), and it is determined that stop control needs to be performed, then the process proceeds to step S20. move on. Hereinafter, steps S20 to S30 are steps for determining whether stop control can be performed (determination means).

In step S20, it is determined whether or not the brake is on. That is, it is determined whether or not the vehicle is in a braking state and is about to stop. This determination is made based on information from the brake sensor 52 based on the depression operation of the brake pedal 50. If the determination result is false, the brake pedal 50 has not been depressed, and the brake signal has not been output from the brake sensor 52, the process proceeds to step S21.

In step S21, it is determined whether or not the automatic clutch disconnection performed in the stop control step (step S32) described later is in the ON state, that is, whether the automatic clutch disconnection is being performed. If the determination result is false and the automatic clutch disconnection has not been performed, the process proceeds to step S14, and the automatic shift control (step S1)
6) Alternatively, the manual shift control (step S18) is performed.

On the other hand, if the result of the determination in step S20 is true and the brake pedal 50 is depressed and the brake signal is being output from the brake sensor 52, the process proceeds to step S22. In step S22, it is determined whether the braking state is a sudden braking state. Here, the determination is made based on the information from the stop lamp switch 46 and the sudden braking detection switch 48. That is,
The air pressure in the air passage 39 is equal to the first air pressure (for example, 0.3 air pressure).
It is determined whether the pressure is not less than ± 0.1 kg / cm ² ) and not less than a second air pressure (for example, 2.2 kg / cm ² ) (variable means).

When the brake pedal 50 is depressed and a brake signal is output from the brake sensor 52, the air pressure in the air passage 39 becomes at least the first air pressure (for example, 0.3 ±
0.1 kg / cm ² ) or more, while the second air pressure (for example,
The pressure does not exceed 2.2 kg / cm ² ). Therefore, in such a case, the result of the determination in step S22 is false, and the braking state can be regarded as a normal gentle braking state, and then the process proceeds to step S24.

In step S24, it is determined whether or not the vehicle speed V has further decreased and is less than a predetermined value V2 (criterion: V2 <V1). If the determination result is false and the vehicle speed V is equal to or greater than the predetermined value V2, it can be determined that the stop control need not be performed, and the process proceeds to step S21 described above. On the other hand, when the determination result is false and the vehicle speed V is less than the predetermined value V2, it can be determined that the stop control needs to be performed, and the process proceeds to step S26.

In step S26, based on the information from the clutch rotation sensor 22, the clutch rotation speed (vehicle speed information)
NCL is a predetermined value (reference clutch speed as a criterion)
It is determined whether it is equal to or less than NCL1. This predetermined value NCL1
Is a rotation speed close to or lower than the idling rotation speed NI of the engine 1, and a rotation speed at which the engine 1 may stall when the clutch rotation speed NCL becomes lower than the predetermined value NCL1.

If the result of the determination in step S26 is false and the clutch rotational speed NCL is higher than the predetermined value NCL1, it can be determined that there is no need to perform stop control, and the process proceeds to step S21 described above. On the other hand, if the determination result of step S26 is true and the clutch rotation speed NCL is equal to or less than the predetermined value NCL1, it can be determined that the engine 1 may be stalled and it is necessary to perform stop control. To perform stop control.

On the other hand, the result of the determination in step S22 is true, and the air pressure in the air passage 39 is equal to the first air pressure (for example,
If it is more than 0.3 ± 0.1 kg / cm ^{2 and} more than the second air pressure (for example, 2.2 kg / cm ² ), it is considered that the brake pedal 50 is strongly depressed. Can be. That is, in this case, the braking state can be regarded as a sudden braking state, that is, a sudden braking state.
Proceed to 28.

In step S28, it is determined whether or not the vehicle speed V is lower than a predetermined value (criterion) V3. This determination is similar to the above-described step S24. However, here, the determination threshold is set to a predetermined value V3 which is larger than the predetermined value V2 in the case of the normal gentle braking (V2 <V3). This is because the air cylinder unit 16
This is based on the fact that even if a drive signal is supplied to the magnet valve 31, it cannot follow immediately, that is, there is an operation delay. That is, when the braking state is a sudden braking state, the deceleration rate ΔV of the vehicle is large and the vehicle speed V is rapidly reduced. Therefore, the stop control is performed earlier than in the case of normal gentle braking. Therefore, it is ensured that the clutch device 3 is disengaged before the engine stall occurs.

If the result of the determination in step S28 is false and the vehicle speed V is equal to or greater than the predetermined value V3, it can be determined that stop control is not required, and the process proceeds to step S21 in the same manner as in step S24. On the other hand, if the determination result of step S28 is false and the vehicle speed V is less than the predetermined value V3, it can be determined that the stop control is required, and then step S3 is performed.
Go to 0.

In step S30, based on information from the clutch rotation sensor 22, it is determined whether or not the clutch rotation speed NCL is equal to or less than a predetermined value (reference clutch rotation speed as a criterion) NCL2. This determination is also similar to the above-described step S26. However, here,
The discrimination threshold is set to a predetermined value NCL in the case of the normal gentle braking.
The predetermined value NCL2 which is larger than 1 (NCL1 <NCL
2). This is for the same reason as in the case of the vehicle speed V.
In other words, when the braking state is a sudden braking state, the decrease rate ΔNCL of the clutch rotation speed NCL is large and the clutch rotation speed NCL decreases rapidly, so that the stop control is performed earlier than in the case of normal gentle braking. We are trying to do it.

If the result of the determination in step S30 is false and the clutch rotational speed NCL is larger than the predetermined value NCL2, it can be determined that the stop control need not be performed, and the process proceeds to step S21 described above. On the other hand, if the determination result of step S30 is true and the clutch rotation speed NCL is equal to or less than the predetermined value NCL2, it can be determined that the engine 1 may be stalled and it is necessary to perform stop control. To perform stop control.

As described above, in the case where the braking state is the sudden braking state, the stop control is performed at an earlier stage than in the case of the normal gentle braking, that is, at the larger speed threshold value V3 and the larger clutch rotational speed threshold value NCL2, that is, the automatic clutch By performing the disconnection, it is possible to satisfactorily avoid engine stall even in a sudden braking state.

The clutch rotational speed threshold value NCL1 when the braking state is a normal gentle braking state and the clutch rotational speed threshold value NCL when the braking state is a sudden braking state.
CL2 is a value that changes according to the shift speed, and these values are set in advance (variable means). Referring to FIG. 5, the shift speed (first speed to seventh speed) and the clutch rotation speed threshold N
The relationship between CL1 and the clutch rotational speed threshold NCL2 is shown as a map, and the ECU 80 reads out the clutch rotational speed NCL1 and the clutch rotational speed threshold NCL2 from this map according to the shift speed. As is clear from the figure,
The clutch rotational speed thresholds NCL1 and NCL2 are set such that the larger the shift speed, the larger the value, that is, the stop control is performed at an earlier time. Therefore, normally, at a higher speed, a relatively high clutch rotation speed NCL, that is, a relatively high engine rotation speed Ne, makes it impossible to obtain an appropriate drive torque and causes engine stall. Is preferably prevented, and the engine 1 can always maintain a favorable operating state regardless of the shift speed. When the shift speed is the second speed, the clutch rotation speed threshold value NCL1 is, for example, 550 rpm (NCL1 = 550 rpm).
CL2 is, for example, 600 rpm (NCL2 = 600 rpm).

Also, the vehicle speed threshold V2 when the braking state is a normal gentle braking state and the vehicle speed threshold V3 when the braking state is a sudden braking state are also the clutch rotation speed thresholds NCL1 and NCL2.
Are values that change in accordance with the shift speed, similarly to the above, and these are also mapped in a relationship (not shown) as shown in FIG.
Is set in advance. Here, when the shift speed is the second speed, the vehicle speed threshold value V2 is, for example, 13 km / h (V2 = 1).
3 km / h), and the vehicle speed threshold value V3 is, for example, 20 km / h (V3
= 20 km / h).

In step S32, stop control is performed. In this stop control, a stop control routine shown in the flowchart of FIG. 4 is executed. Hereinafter, a control procedure of the stop control, that is, the automatic clutch disconnection will be described with reference to FIG. In step S40, stop control is performed once, and it is determined again whether or not the automatic clutch disconnection is in the ON state at the present time. If the determination result is false and the automatic clutch disconnection has not been performed, the process proceeds to step S42.

In step S42, the clutch pedal 13
It is determined whether or not is stepped on. In the clutch device 3 having the clutch pedal 13 as shown in the present embodiment, as described above, the clutch pedal 13
The clutch will be disconnected even if you step on. Therefore, when the clutch pedal 13 is depressed in this manner, the engine 1
However, there is no need to perform automatic clutch disconnection without stalling. Therefore, when the determination result of step S42 is true and the clutch pedal 13 is depressed,
Without doing anything, the process exits the stop control routine and returns to step S12 in FIG. On the other hand, if the determination result of step S42 is false and the clutch pedal 13 is not depressed,
Next, the process proceeds to step S44.

In step S44, the select range is set to N
It is determined whether or not it is in the range. Similarly to the case where the clutch pedal 13 is depressed, when the N range is selected, the engine 1 does not stall and it is not necessary to perform the automatic clutch disconnection.
Therefore, if the determination result of step S44 is true and the select range is the N range, the process exits the stop control routine and returns to step S12 without doing anything. On the other hand, if the decision result in the step S44 is false and the select range is not the N range, the process proceeds to a step S46.

As described above, if the result of the determination in step S24 or S28 in FIG. 3 is true and the vehicle speed V is equal to the predetermined value V2
(For example, 13 km / h) or a predetermined value V3 (for example, 20 k / h).
m / h), which is smaller than step S26 or step S3.
If the determination result of 0 is true and the clutch rotation speed NCL is a predetermined value NCL1
(For example, 550 rpm) or a predetermined value NCL2 (for example, 6
00 rpm) and the determinations in steps S42 and S44 of FIG. 4 are both false, the clutch pedal 13 has not been depressed, and the select range is not in the N range. It can be considered that the power condition is satisfied.

In step S46, the automatic clutch disengagement is turned on, and the clutch device 3 is automatically disengaged. That is, when this step S46 is executed, a drive signal is supplied from the ECU 80 to the magnet valve 31 to operate the air cylinder unit 16, whereby the clutch plate 12 is operated and the clutch device 3 is brought into the disconnected state. .

By the way, in the clutch device 3 having the clutch pedal 13 as shown in the present embodiment, once the vehicle is brought into the stop state and the automatic clutch disengagement is performed, the vehicle is started again. If desired, the vehicle cannot be started unless the clutch pedal 13 is depressed to perform a normal clutch operation. Therefore, the next step S
In step 48, the automatic clutch disengagement is turned on in step S46, a sound is generated from the buzzer 94, and the numerical display section 98 of the gear position display panel 97 on the display unit 96 on which the current gear position is displayed electronically. Flashes. This allows the driver to visually and reliably recognize that the automatic clutch disconnection is being performed, not only by sound, but also visually. When starting or accelerating, the driver can depress only the accelerator pedal 70. The engine 1 is started and accelerated after depressing the clutch pedal 13 without depressing the engine 1 against the intention.

As described above, when the automatic clutch disengagement is performed, the next time step S21 is executed after steps S12 and S20 in FIG. 3, the determination result of step S21 becomes true, and the operation is stopped again in step S32. Control will be executed. In this case, the result of the determination in step S40 in FIG. 4 is true, and it is determined that the automatic clutch disengagement is in the ON state, and then the process proceeds to step S50.

Step S50 and subsequent steps relate to the release of the automatic clutch disengagement. As shown in the present embodiment,
In the clutch device 3 having the clutch pedal 13, as described above, once the automatic clutch disconnection is performed, the clutch pedal 13 must be depressed when the vehicle is started again. ing. Then, the automatic clutch disengagement state is released simultaneously with the depression of the clutch pedal 13.

In step S50, it is determined whether the clutch pedal 13 has been depressed. If the driver has a will to start and the determination result is true, the process proceeds to step S62, in which the automatic clutch disconnection is released and turned off. Thereby, the clutch device 3 is brought into a connectable state. Then, in the next step S64,
The buzzer 9 implemented by executing the above step S48
4 and the blinking of the number display section 98 of the gear position display panel 97 on the display unit 96 are stopped. Thus, the release of the automatic clutch disconnection is transmitted to the driver satisfactorily and reliably.

On the other hand, if the decision result in the step S50 is false and the clutch pedal 13 is not depressed and the driver does not intend to start, the process proceeds to a step S52. In step S52, it is determined whether or not the select range is the N range. If the determination result is true, the process proceeds to step S62 similarly to the case where the clutch pedal 13 is depressed.
Proceed to. That is, when the select range is set to the N range, as described above, it can be determined that it is no longer necessary to continue the automatic clutch disconnection, and in this case, the automatic clutch disconnection can be released and the clutch device 3 can be connected. It is in a state.

If the result of the determination in step S52 is false,
That is, in step S50, the clutch pedal 13
Is not depressed and the select range is N
If it is determined that the range is not set, the process proceeds to step S62, in which the automatic clutch disengagement is released to enable the clutch device 3 to be connected. In step S64, the sound from the buzzer 94 and the display unit The blinking of the number display section 98 of the gear position display panel 97 on the 96 is stopped.

Then, in a next step S66, it is determined whether or not the ignition key 99 is turned off. If the determination result in step S50 or step S52 is false, that is, if the automatic clutch disconnection is released in step S62 while the engine 1 is operating, the determination result in step S66 is false. Returns to step S12.

On the other hand, if the decision result in the step S66 is true,
If the ignition key 99 is turned off,
Next, the process proceeds to step S68, and the process proceeds to step S10 in FIG.
The control power supply that was turned on is turned off. As described above in detail, in the clutch device 3 of the present invention, when the vehicle speed V and the clutch rotation speed NCL decrease and the vehicle enters a stop state, the stop control is performed.
If the clutch pedal 3 is not depressed or the select range is not the N range, automatic clutch disconnection is performed. As a result, even when the vehicle enters a stop state, the operating state of the engine 1 can be favorably maintained without engine stall.

In the clutch device 3 of the present invention, the determination thresholds for the vehicle speed V and the clutch rotation speed NCL, which are the conditions for determining whether or not to perform the stop control, are set to the degree of the braking state, that is, the braking state is the sudden braking. The value is different depending on whether the state is or not. That is, here, when the braking state is not a sudden braking state but a normal gentle braking state, the determination thresholds of the vehicle speed V and the clutch rotation speed NCL are set to a predetermined value V2 (for example, 13 km / h) and a predetermined threshold, respectively. When the braking state is a sudden braking state, the determination threshold value is set to a predetermined value V3 (for example, 550 rpm).
20 km / h) and a predetermined value NCL2 (for example, 600 rpm). Therefore, when the braking state is the sudden braking state, the automatic clutch disengagement can be performed by performing the stop control earlier than in the case of the normal gentle braking state, and the engine stall can be more reliably prevented. Engine 1
Can be maintained more favorably.

[0071]

As described in detail above, according to the vehicle clutch device of the first aspect of the present invention, the clutch device is provided between the engine and the transmission to cut off the transmission of power from the engine to the transmission. A clutch that is in contact with the vehicle, a determination unit that determines that the vehicle is in a transition state to a stop based on a comparison between the vehicle speed information and a determination criterion; Disconnection control means for setting the vehicle to a deactivated state, deceleration detection means for detecting the deceleration of the vehicle, and variable means for varying the criterion according to the deceleration detected by the deceleration detection means. So
The state of transition to the stop of the vehicle can be determined based on a criterion that changes according to the deceleration detected by the deceleration detecting means. For example, when the deceleration is rapid, The shift state of the vehicle to the stop is determined based on the criterion according to the deceleration, and the clutch can be satisfactorily disconnected. Therefore, engine stall can be suitably prevented irrespective of deceleration, and traveling feeling can be improved.

According to the second aspect of the present invention, the vehicle further comprises a clutch rotational speed detecting means for detecting the rotational speed of the clutch, wherein the variable means determines the reference clutch rotational speed as a criterion with a large deceleration. The determination means determines the transition state to the stop by comparing the reference clutch rotation speed and the clutch rotation speed detected by the clutch rotation speed detection means, so that the higher the deceleration, the higher the value. The state of transition to stop can be determined by comparing the reference clutch rotation speed as a determination criterion and the actual clutch rotation speed. For example, when the deceleration is rapid, this rapid deceleration By comparing the high reference clutch rotation speed according to the above with the actual clutch rotation speed, it is possible to determine the transition state to the stop of the vehicle, and to quickly disengage the clutch. Therefore, the engine stall can be appropriately prevented regardless of the deceleration, and the running feeling can be improved.

According to a third aspect of the present invention, there is further provided a speed change detecting means for detecting a current speed of the transmission, wherein the variable means sets the reference clutch rotational speed as the current speed increases. The higher the current shift speed, the higher the reference clutch speed, the higher the clutch speed can be determined to determine the transition state to stop. The engine stall can be suitably prevented regardless of the gear position, and the running feeling can be improved.

Further, according to the clutch device for a vehicle of the present invention, there is further provided brake means for transmitting brake pedal depression information to the brake device via a fluid to perform braking,
Since the deceleration detecting means includes the fluid pressure detecting means for detecting the pressure of the fluid, the deceleration can be easily and reliably detected based on the pressure of the fluid according to the depression speed of the brake pedal,
The transition state of the vehicle to the stop can be properly determined.

[Brief description of the drawings]

FIG. 1 is a diagram showing an overall configuration of a drive system of a vehicle to which a clutch device according to the present invention is applied.

FIG. 2 is a detailed view showing a display unit in FIG. 1;

FIG. 3 is a flowchart illustrating a main control routine of a transmission and a clutch device.

FIG. 4 is a flowchart illustrating a subroutine of stop control in FIG. 3;

FIG. 5 is a graph showing a relationship between a shift speed and clutch rotational speed thresholds NCL1 and NCL2.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Diesel engine 3 Clutch device 4 Transmission 8 Engine rotation sensor 10 Flywheel 12 Clutch plate 13 Clutch pedal 16 Air cylinder unit 22 Clutch rotation sensor (Clutch rotation speed detecting means) 31 Magnet valve 40 Wheel brake 46 Stop lamp switch (Deceleration) Detection means) 48 Rapid braking detection switch (Deceleration detection means) 50 Brake pedal 52 Brake sensor 60 Change lever 62 Shift position selection switch 68 Gear position switch (Shift position detection means) 70 Accelerator pedal 72 Accelerator opening sensor 80 Electronic control unit (ECU)

Claims (4)

(57) [Claims] A clutch provided between an engine and a transmission for connecting and disconnecting power transmission from the engine to the transmission; and a vehicle speed information and a criterion indicating that the vehicle is in a stop state. Determination means for determining based on the comparison; disconnection control means for automatically disengaging the clutch when the transition state of the vehicle to the stop is determined by the determination means; reduction control for detecting deceleration of the vehicle; A clutch device for a vehicle, comprising: speed detecting means; and variable means for changing the criterion in accordance with the deceleration detected by the deceleration detecting means. 2. The apparatus according to claim 1, further comprising: a clutch rotation speed detecting unit configured to detect a rotation speed of the clutch, wherein the variable unit sets the reference clutch rotation speed as the determination criterion to a higher value as the deceleration is larger. The vehicle according to claim 1, wherein the means determines the transition state to the stop by comparing the reference clutch speed and the clutch speed detected by the clutch speed detecting means. Clutch device. 3. The vehicle according to claim 1, further comprising: a shift speed detecting unit that detects a current shift speed of the transmission, wherein the variable unit increases the reference clutch speed as the current shift speed increases. The vehicle clutch device according to claim 2, wherein: 4. A brake device for transmitting braking information of a brake pedal to a brake device via a fluid to perform braking, wherein the deceleration detecting device comprises a fluid pressure detecting device for detecting a pressure of the fluid. 4. The method according to claim 1, wherein
A clutch device for a vehicle according to any one of the above.