JP3097051B2 - Clutch test equipment - 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 test apparatus for performing a clutch performance test by simulating the drive system of an automobile equivalently.

[0002]

2. Description of the Related Art Conventionally, a device most commonly known as a clutch test device is provided on an input shaft 02 of a clutch 01 as a test piece and has a flywheel 03 as shown in FIG. A drive motor 04 formed to have a load corresponding to an actual vehicle or a load required for testing, a specimen case 05 fixed to the output side of the clutch 01, and a piston 06 for engaging and releasing the clutch 01 are provided. It is a thing.

A test is performed by operating the drive motor 04 at a constant rotation, driving the piston 06, and repeatedly engaging and disengaging the clutch 01.

[0004]

However, in the above-described conventional apparatus, a torque waveform as shown in FIG. 7 is generated when the clutch is engaged.
A state in which only the inertia of the load corresponding to the actual vehicle or the load required for the test by the flywheel 03 and the drive motor 04 is generated, and the output torque of the drive engine is not included. There is a problem that can not be completely simulated.

Also, since only the input shaft 02 of the clutch 01 is rotated, only a simulation test under coasting conditions can be performed, and a simulation test under drive conditions cannot be performed.

In addition, since the clutch is engaged and disengaged by a switch operation, the clutch disengagement time is not constant, and the clutch is disengaged before the clutch is completely engaged, or conversely, the clutch is disengaged. In the former case, accurate simulation tests cannot be performed, and in the latter case, the time required for the test becomes unnecessarily long. Occurs.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-described problems, and can simulate an actual vehicle state by adding an output torque of a drive engine, and can use one device to determine a drive condition and a coasting condition. It is an object of the present invention to develop a clutch test apparatus that can perform a simulation test under both conditions and that can accurately and efficiently perform a simulation test.

[0008]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, a clutch test apparatus according to the present invention has a rotary inertia body, is formed to have an inertia corresponding to the inertia of a vehicle, and simulates a vehicle load. A first driving / absorbing means installed on the input side of the clutch as a second engine, and a second driving / absorbing means formed on the output side of the clutch so as to simulate the driving engine and have a low rotational inertia equivalent to that of the driving engine. Drive / absorption means, clutch engagement means capable of engaging / disengaging the clutch, and drive control means for controlling the drive of both drive / absorption means, wherein the drive control means comprises a first drive / absorption means The second driving / absorbing means is controllable in conjunction with the clutch engaging means so as to control the rotational speed in the clutch disengaged state and to control the torque in the clutch engaged state. It was a means, characterized in that.

[0009] In addition to the above control, the drive control means may reduce the torque change rate to a predetermined value or less after the clutch engagement operation is started based on an input from a torque sensor provided in the second drive / absorption means. Then, the clutch fastening means may be formed so as to be controllable on the clutch release side.

[0010]

When a clutch test is performed, the clutch is first released based on the operation of the clutch fastening means, and in this state, the first driving / absorbing means and the second driving /
The absorbing means is driven (absorbed) according to the test purpose.

At this time, the rotation speed of both the driving and absorbing means is controlled by the driving control means.

Next, the clutch engaging means is operated to engage the clutch. In conjunction with this clutch engagement operation, the second driving / absorbing means is switched from rotational speed control to torque control.

At the time of such clutch engagement, the torque of the second drive means corresponding to the inertia of the drive engine is added to the torque of the first drive means corresponding to the inertia of the vehicle load. Become.

When the fastening is completely completed, the rotational speeds of the input side and the output side match.

In the case of the device according to the second aspect, when the engagement is completed completely in this way and the rate of change in torque input from the torque sensor becomes equal to or less than a predetermined value, the drive control means sets the clutch engagement means to the clutch release side. Drive control.

When the clutch is disengaged by the clutch engaging means, the first and second driving / absorbing means are again controlled in rotational speed.

As described above, one cycle of clutch engagement / disengagement is completed, and a simulation test is repeatedly performed.

In the above-mentioned test, when the test under the drive condition is performed, the rotation speed on the output side is set higher than the rotation speed on the input side. On the other hand, when the test is performed under the coasting condition, Conversely, the rotation speed on the input side is set higher than that on the output side.

[0019]

Embodiments of the present invention will be described below with reference to the drawings.

First, the configuration will be described.

As shown in FIG. 1, the clutch test apparatus according to the embodiment has a flywheel (rotary inertia body) 2a having a predetermined rotational inertia corresponding to the inertia of a vehicle load on an input shaft 1a of a clutch 1 as a specimen. Drive motor (first drive
Absorbing means) 2, a low inertia driving / absorbing device (second driving / absorbing means) 3 whose rotational inertia is suppressed to be as low as that of the driving engine, and which is installed on the output shaft 1b of the clutch 1. A drive motor 2, a low inertia drive / absorber 3, and a drive control means 5 for controlling the drive of the piston 4. The clutch 1 has a multi-plate clutch structure in which a plurality of plates 1d are provided on the outer periphery of the input shaft 1a and the inner periphery of the case 1c connected to the output shaft 1b, as shown in the drawing.

As shown in FIG. 2, the low inertia driving / absorbing device 3 increases the rotational speed of the motors 3b and 3c by a speed increasing mechanism 3a. Is set to about 10. If the speed increase ratio is too small, a sufficient decrease in the rotational inertia cannot be expected. If the speed increase ratio is too large, the size of the motors 3b and 3c increases, so that a practically appropriate speed increase ratio range is about 6 to 20. It is. FIG. 3 shows an example of the speed increasing mechanism 3a, and the speed increasing mechanism 3a is configured by combining a plurality of gears g. In the drawing, b indicates a bearing.

FIG. 4 shows a portion of the drive control means 5 for controlling the driving of the motors 3b and 3c of the low inertia drive / absorption device 3. This part includes a rotation speed sensor 5a, a rotation setting device 5b, an engine output simulation device 5
c, a fastening switch 5d, a switching control circuit 5e, a motor control unit 5f, a fastening control unit 5g, and a torque sensor 5m.
That is, the motors 3b and 3c
Is a rotation setting device 5b or an engine output simulation device 5c
The drive is controlled by a drive signal output from the motor control unit 5f based on a control signal output from the controller. The rotation setting device 5b and the rotation speed sensor 5a perform drive control of the motors 3b and 3c so as to set the rotation speed of the output shaft 1b of the clutch 1 to a predetermined rotation speed. You can choose the number of rotations.

The engine output simulation device 5c performs drive control (torque control) of the motors 3b and 3c so that the low inertia drive / absorption device 3 generates torque simulating the output of the engine. It has a simulation control program, and can be constituted by an electronic control circuit mainly composed of a microcomputer which determines a torque target value by an input signal from the rotation speed sensor 5a or a torque sensor (not shown).

The control signal from the rotation setting device 5b and the control signal from the engine output simulating device 5c are constantly output, and one of the two control signals is based on the switching operation of the switching control circuit 5e. Only motor control unit 5f
To be entered.

The switching operation of the switching control circuit 5e is performed by an engagement switch 5 for operating the piston 4 to the clutch engagement side.
This is performed in conjunction with the input of d and the input from the torque sensor 5m. That is, the engagement switch 5d is connected to the engagement control unit 5
g to switch the operation of the engagement switch 5.
When d is not turned on, the engagement control unit 5g operates to supply hydraulic pressure to the clutch 4 on the clutch release side with respect to the piston 4.
When the engagement switch 5d is turned on, the engagement control unit 5g operates to supply hydraulic pressure to the piston 4 to the clutch engagement side. The fastening switch 5d has a structure in which the switch is turned off after outputting a closing signal once at the time of closing.

The switching control circuit 5e operates when the fastening switch 5d is not turned on (when no closing signal is output).
Is a state in which the control signal of the rotation setting unit 5b is output to the motor control unit 5f. On the other hand, when the fastening switch 5d is turned on, the control signal from the engine output simulation device 5c is output to the motor control unit 5f. Switch to.

The switching control circuit 5e includes a torque sensor 5 provided on the output shaft 1b near the motors 3b and 3c.
If the rate of change of the torque data becomes extremely small after switching to a state in which the torque data is input from m through the torque sampling circuit 5n and the control signal is output from the engine output simulation device 5c, the above-described rotation setting is performed. Vessel 5b
Is automatically switched to the state in which the control signal is output, and the operation of the engagement control unit 5g is switched to the clutch release side.

In FIG. 4, 5h, 5j, and 5p are amplifiers, and 5k is a matching circuit.

Incidentally, the drive control circuit 5 is provided with a portion for constantly controlling the rotation speed of the drive motor 2 to a predetermined rotation speed.
a and the rotation setting device 5b are combined,
Illustration and explanation are omitted.

Next, the operation of the embodiment will be described with reference to the time chart of FIG. Note that this time chart shows a case where the clutch 1 is changed from the disengaged state to the engaged state, and is again changed to the disengaged state.

In the figure, a range A indicates a clutch disengaged state. In this case, the engagement switch 5d is in a non-engagement state in which an engagement signal is not output, whereby the engagement control unit 5g releases the clutch 1. The switching control circuit 5e operates as shown in FIG.
The control signal from the rotation setting device 5b is being output to the motor f, whereby the motors 3b and 3c are controlled to a predetermined rotation speed. Therefore, the output shaft 1b is controlled at a predetermined rotation speed.

On the other hand, the input shaft 1a is also controlled at a predetermined rotational speed by driving the drive motor 2 under the control of the drive control means 5. The input shaft 1a is always rotating at a constant speed during the test. Therefore, as shown in FIG.
In the clutch disengaged state in the range A, the output shaft 1b and the input shaft 1
The rotation speed is different from the rotation speed a, and the torque of the output shaft 1b is constant.

Next, in the figure, C indicates a fastening switch 5d.
Is shown.

In response to the closing signal from the engagement switch 5d, the engagement control section 5g operates to supply hydraulic pressure to the clutch engagement side of the piston 4, and the switching control circuit 5e controls the engine output simulation device 5c. The signal is switched to the side that outputs a signal to the motor control unit 5f, and the clutch 1
Is in the fastening state shown in the range B.

Based on the above operation, the motors 3b and 3c of the low inertia drive / absorber 3 are driven by the engine output simulator 5c.
Is switched to the torque control based on the signal from the input shaft 1a, and the rotation speed of the output shaft 1b gradually approaches the rotation speed of the input shaft 1a.

At this time, the torque of the output shaft 1b increases as shown in the figure. The torque characteristics at the time of this torque increase include an inertia torque (indicated by a two-dot chain line) corresponding to the vehicle load by the flywheel 2a and the drive motor 2, an output torque equivalent to the engine of the low inertia drive / absorption device 3, and In this state, the torque corresponding to the inertia is added.

When the clutch 1 is completely engaged, the rotation speeds of the output shaft 1b and the input shaft 1a match, and the rate of change of the torque of the output shaft 1b decreases.

Next, in the figure D, the rate of change of the torque data obtained through the torque sampling circuit 5n accompanying the above-mentioned rotation speed coincidence of the two shafts 1a and 1b becomes extremely small, and the switching control circuit 5e The state automatically switches to a state in which the control signal of the illustrated rotation setting unit 5b is output to the motor control unit 5f, and the engagement control unit 5g operates to release the clutch 1. Accordingly, the state again changes to the clutch disengaged state shown in the range A, and the motors 3b and 3c return to the rotation speed control by the rotation setting device 5b, and quickly return to the original rotation speed as shown in FIG. It will be constant.

As described above, the clutch test apparatus of the embodiment has the following effects.

Output Shaft 1 of Clutch 1 as Specimen
b, a low-inertia drive / absorption device 3 having the same low rotational inertia as the drive engine is provided. When the clutch is engaged, the low-inertia drive / absorption device 3 is torque-controlled. The torque of the inertia of the low drive / absorption device 3 corresponding to the drive engine of the output shaft 1b is added to the torque of the inertia of the vehicle load on the input shaft 1a. Since the same torque characteristics as those described above can be obtained and the torque can be applied to the output shaft 1b in this manner, a simulation test under both the driving condition and the coasting condition can be performed by one device.

After starting the engagement of the clutch 1, the input shaft 1a
When the rotational speeds of the motor and the output shaft 1b substantially coincide with each other, and the rate of change in torque data obtained from the torque sensor 5m provided on the output shaft 1b becomes extremely small, the clutch 1 is automatically released. Can be accurately released, whereby an efficient experiment can be performed while the clutch 1 is securely engaged.

Although the embodiment has been described with reference to the drawings, the specific configuration is not limited to this embodiment, and the present invention is applicable even if there is a design change without departing from the gist of the present invention. include. For example, in the embodiment, as the low inertia driving / absorbing means, the speed increasing mechanism 3a and the motor 3b,
Although an example of the combination means with 3c is shown, other means may be used as long as the same rotational inertia as the engine can be obtained.

[0044]

As described above, in the clutch test apparatus according to the present invention, in addition to the first driving / absorbing means on the input side of the clutch, the output side of the clutch rotates on the same level as the driving engine. Since the second drive / absorption is provided with low inertia to control the rotation speed of the first drive / absorption means and the second drive / absorption means to control the rotation speed and the torque, the second drive / absorption means is controlled when the clutch is engaged. The torque of the inertia of the second driving / absorbing means corresponding to the driving engine on the output side is added to the torque of the inertia corresponding to the vehicle load on the input side. Is obtained, and in addition, an effect is obtained that a simulation test under both the driving condition and the coasting condition can be performed by one device.

In addition, in the device according to the second aspect,
Since the drive control means controls the clutch engagement means to the clutch release side when the torque change rate becomes a predetermined value or less after the clutch engagement operation is started, the clutch can be disengaged accurately, thereby ensuring the clutch engagement. Thus, an effect that an efficient simulation experiment can be performed is obtained.

[Brief description of the drawings]

FIG. 1 is an overall view showing a clutch test apparatus according to an embodiment of the present invention.

FIG. 2 is a structural explanatory view showing a low inertia driving / absorbing device which is a main part of the embodiment device.

FIG. 3 is an explanatory view showing a speed increasing mechanism which is a main part of the embodiment device.

FIG. 4 is a circuit diagram showing a main part of a drive control circuit of the device of the embodiment.

FIG. 5 is a time chart showing operation characteristics of the apparatus of the embodiment.

FIG. 6 is an overall view showing a conventional apparatus.

FIG. 7 is a time chart showing operation characteristics when an experiment is performed using a conventional apparatus.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Clutch 1a Input shaft (input side) 1b Output shaft (output side) 2 Drive motor (first drive / absorption means) 2a Flywheel (rotary inertia body) 3 Low inertia drive / absorption device (second drive / absorption) Means) 4 piston (clutch fastening means) 5 drive control circuit (drive control means) 5m torque sensor

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. ⁷ , DB name) G01M 13/02 G01M 17/00

Claims (2)

(57) [Claims] A first driving / absorbing means having a rotary inertia body, formed to have an inertia corresponding to the inertia of a vehicle, simulating a vehicle load, and installed on an input side of a clutch as a specimen; It is formed with low rotational inertia equivalent to the drive engine,
Second driving / absorbing means simulating a driving engine and installed on the output side of the clutch; clutch engaging means capable of engaging and disengaging the clutch; and drive control means for controlling driving of both driving / absorbing means. The drive control means is configured to control the rotation speed of the first drive / absorption means, while controlling the rotation speed of the second drive / absorption means in a clutch disengaged state, and in a clutch engaged state. A clutch testing device, which is formed so as to be controllable in conjunction with clutch engagement means so as to control torque. 2. The method according to claim 1, wherein the drive control means starts the clutch engagement operation based on an input from a torque sensor provided in the second drive / absorption means and releases the clutch engagement means when the torque change rate falls below a predetermined level. A clutch testing device, which is formed so as to be controllable on the side.