JP4452040B2 - Operating force assist control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an operation force assist control device, and more particularly to a clutch operation force assist control device that is applied to a vehicle that requires clutch operation, such as a four-wheeled vehicle, a two-wheeled vehicle, and an industrial vehicle, and assists the clutch operation.
[0002]
The operation for releasing the clutch is performed by a driver stepping on a clutch pedal in a four-wheeled vehicle, an industrial vehicle, or the like, and in a two-wheeled vehicle, the driver holds a clutch lever. In recent years, with the improvement of the horsepower of the engine, the improvement of the clutch mechanism, etc., a stronger spring member has been incorporated in the clutch mechanism, and a stronger force is required for the operation of releasing the clutch. . For this reason, especially in the case of driving of a vehicle that frequently performs clutch operation or driving for a long time, or in the case of a driver with a weak operating force, the clutch operation has become a burden.
[0003]
[Prior art]
In order to solve this problem, various clutch operating force assist control devices for assisting clutch operation have been proposed and put into practical use. In the conventional clutch operating force assist control device, the generated assisting force is constant, and the ratio of the assisting force generated to the operating force of the driver stepping on the clutch pedal (hereinafter referred to as the assist ratio) is predetermined. This is a configuration with a value of.
[0004]
[Patent Document 1]
Japanese Patent No. 2643400 (page 3 and FIG. 4)
[0005]
[Problems to be solved by the invention]
The conventional clutch / clutch operating force assist control device has the following problems because the generated assist force is constant and cannot be varied.
[0006]
  (1)If the driver continues to drive for a long time and the degree of fatigue increases, the operation of stepping on the clutch pedal will feel heavy.
[0007]
  (2)When the vehicle's running speed is in the high speed range, the operation of stepping on the clutch pedal will feel lighter than expected, and in some cases, an unintended clutch operation will be performed and the running stability of the vehicle will be impaired. There is a risk of it.
[0008]
Further, in the case of a two-wheeled vehicle, the clutch lever receives wind pressure. Therefore, when the speed of the two-wheeled vehicle is in a high speed range, the clutch lever may be moved by strong wind pressure.
[0009]
  (3)For example, when the oil temperature is low and the viscosity of the oil is high in a cold region or the like, the generated assist force is reduced, and the operation of stepping on the clutch pedal feels heavier than expected.
[0010]
  (4)When the voltage of the battery is lowered, the generated assist force is lowered, and the operation of stepping on the clutch pedal feels heavier than expected.
[0011]
As described above, depending on the state of the vehicle at that time, the driver may feel uncomfortable (unnaturalness) in the operation of the clutch.
[0012]
Accordingly, an object of the present invention is to provide an operating force assist control device that solves the above-described problems.
[0013]
[Means for Solving the Problems]
  In order to solve the above problems, the invention of claim 1A motor and a pump driven by the motor are provided, and an auxiliary force is added to the operation force that the driver acts on the operation unit of the vehicle by the pressure of the medium generated by the pump driven by the motor. Operating force assist device main body for assisting,
  A vehicle status detection sensor for detecting the status of the vehicle;
  Motor drive control means for controlling the drive of the motor according to the information of the vehicle status detection sensor,
  An operating force assist control device configured to change the strength of the assisting force according to the situation of the vehicle,
  The operating force assist device body is
  A cylinder,
  A primary piston made of a metal material, provided in the cylinder, to which an operating force is applied;
  A portion having an auxiliary force output and a large-diameter piston portion having a cross-sectional area wider than the cross-sectional area of the portion outputting the auxiliary force, and the side having the large-diameter piston portion is the operating force of the primary piston. Is provided in the cylinder so as to face the end opposite to the side to which the pressure is applied, forms a pressurizing chamber between the primary piston and the large-diameter piston portion, and outputs an auxiliary force. A secondary piston made of a metal material;
  When the primary piston to which the operating force is applied moves and hits the secondary piston and the primary piston and the secondary piston are electrically connected, it is detected that the primary piston has pressed against the secondary piston. A detection switch,
  The pump is for applying pressure to the pressurizing chamber,
  The motor drive control means starts the motor and drives the pump in response to detection by the detection switch.Is.
[0015]
The invention of claim 2 is the operation force assist control device according to claim 1,
The operation force assist device main body is configured to assist by adding an auxiliary force to the operation force of the clutch operation unit of the vehicle,
The vehicle condition detection sensor includes a vehicle speed sensor that detects a traveling speed of the vehicle and outputs a vehicle speed signal,
The motor drive control means outputs a motor drive signal having a duty ratio different from a normal duty ratio when the vehicle speed sensor outputs a vehicle speed signal indicating that the traveling speed of the vehicle is high. It is a configuration.
[0016]
Depending on the type of vehicle, when driving at high speed, the duty ratio is set lower than normal and the auxiliary force is weakened to increase the clutch operation, or conversely, the duty ratio is set higher than normal and the auxiliary force is increased. It becomes possible to make the clutch operation lighter.
[0017]
The invention of claim 3 is the operation force assist control device according to claim 1,
The operation force assist device body is configured to assist by adding an auxiliary force to the operation force of the clutch operation unit of the vehicle, wherein the medium is oil.
The vehicle condition detection sensor includes an oil temperature sensor that detects an oil temperature and outputs an oil temperature signal.
The motor drive control means is configured to output a motor drive signal having a duty ratio higher than a normal duty ratio when the oil temperature sensor outputs an oil temperature signal indicating that the oil temperature is low. It is what.
[0018]
Increasing the duty ratio of the motor drive signal acts to compensate for the lowering of oil pressure due to lower oil temperature and higher viscosity. That is, even when the oil temperature is low, the clutch operation must not be heavy.
[0019]
According to a fourth aspect of the present invention, in the operating force assist control device according to the first aspect,
The operation force assist device main body is configured to assist by adding an auxiliary force to the operation force of the clutch operation unit of the vehicle,
The vehicle condition detection sensor includes a battery voltage sensor that detects a voltage of the battery and outputs a battery voltage signal,
The motor drive control means is configured to output a motor drive signal having a duty ratio higher than a normal duty ratio when the battery voltage sensor outputs a battery voltage signal indicating that the battery voltage is low. Is.
[0020]
Increasing the duty ratio of the motor drive signal acts to compensate for the lowering of the hydraulic pressure caused by the low battery voltage and weak motor drive. That is, even when the battery voltage is low, the clutch operation does not become heavy.
[0021]
  The invention of claim 5A motor and a pump driven by the motor are provided, and an auxiliary force is added to the operation force that the driver acts on the operation unit of the vehicle by the pressure of the medium generated by the pump driven by the motor. Operating force assist device main body for assisting,
  A manually operated adjuster;
  Motor drive control means for controlling the drive of the motor according to the operation of the adjustment unit,
  An operating force assist control device in which the strength of the auxiliary force is changed by operating the adjustment unit,
  The operating force assist device body is
  A cylinder,
  A primary piston made of a metal material, provided in the cylinder, to which an operating force is applied;
  A portion having an auxiliary force output and a large-diameter piston portion having a cross-sectional area wider than the cross-sectional area of the portion outputting the auxiliary force, and the side having the large-diameter piston portion is the operating force of the primary piston. Is provided in the cylinder so as to face the end opposite to the side to which the pressure is applied, forms a pressurizing chamber between the primary piston and the large-diameter piston portion, and outputs an auxiliary force. A secondary piston made of a metal material;
  When the primary piston to which the operating force is applied moves and hits the secondary piston and the primary piston and the secondary piston are electrically connected, it is detected that the primary piston has pressed against the secondary piston. A detection switch,
  The pump is for applying pressure to the pressurizing chamber,
  The motor drive control means starts the motor and drives the pump in response to detection by the detection switch.Is.
[0023]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 shows a clutch operating force assist control device 10 according to an embodiment of the present invention. The clutch operating force assist control device 10 includes a device main body 11, an electric motor 70, a hydraulic pump 80, an oil tank 90, a motor drive circuit 100, an electronic control device 250, a duty ratio variable operation unit 260, a vehicle speed. This is a configuration having a sensor 261, an oil temperature sensor 262, and a battery voltage sensor 263. The electric motor 70 is a direct current motor, and the actual operation time differs according to the duty ratio of the drive signal. The motor drive circuit 100 outputs a motor drive signal having a predetermined duty ratio. Except for the clutch operating force assist control device 10, the vehicle speed sensor 261, and the battery voltage sensor 263, the clutch operating force assist control device 10 is unitized and generalized, and can be easily attached to a vehicle or the like. The clutch operating force assist control device 10 is independent of the vehicle engine (both not shown), and the clutch pedal 110 or the clutch lever 111 is considered in an appropriate place of the vehicle, that is, the transmission path of the operating force. It is attached to a place between the clutch device 120 and used. Since this clutch operating force assist control device 10 is unitized and small, it can be mounted on a two-wheeled vehicle. As will be described later, the clutch operating force assist control device 10 starts the motor 70 when the clutch pedal 110 or the clutch lever 111 is operated, and the hydraulic pump 80 is driven to generate hydraulic pressure. 11 operates to assist the operating force of the clutch pedal 110 or the clutch lever 111 so that the clutch device 120 is disengaged. The clutch device 120 has a general configuration including a clutch plate 122 fixed to an engine-side shaft 121, a clutch plate 124 fixed to a wheel-side shaft 123, and a clutch release cylinder mechanism 125.
[0024]
First, the apparatus main body 11 will be described.
[0025]
The apparatus main body 11 includes a main cylinder 12, an output cylinder 20, a primary piston 30, a secondary piston 40, a seal valve body 50, and a piston switch contact component 60.
[0026]
The main cylinder 12 is made of an electrically conductive metal material, has a cylinder portion 13 for a primary piston on the X2 side, and a cylinder portion 14 for a first piston portion of a secondary piston on the X1 side. The inner diameter of the cylinder portion 13 is D1, and the inner diameter of the cylinder portion 14 is D2. D1 is approximately ½ of D2. Reference numeral 15 denotes a step portion between the inside of the cylinder portion 13 and the inside of the cylinder portion 14. The cylinder portion 13 has a hydraulic relief hole 16 formed at a substantially central portion thereof, the cylinder portion 14 has a hydraulic pressure supply hole 17 near the step portion 15, and oil holes 18 and 19 formed at a substantially central portion thereof. is there. Anodized surface treatment is applied to the inner diameter portions of the cylinder portions 13 and 14 for electrical insulation and sliding protection.
[0027]
The output cylinder 20 is made of an electrically conductive metal material, and includes a cylinder portion 21 for a second piston portion for a secondary piston, and an output port 22 on the X1 side. An oil residual pressure release hole 23 is formed at a location on the X2 side of the cylinder portion 21. The inner diameter of the cylinder portion 21 is D3. D3 is approximately ½ of the inner diameter D2 of the cylinder portion 14, and boosts the assist force generated by this relationship. The output cylinder 20 is fixed in a state of being fitted into the cylinder portion 14 of the main cylinder 12 and electrically connected to the main cylinder 12.
[0028]
With the apparatus main body 11 attached to the vehicle body, the output cylinder 20 is electrically connected to a part of the vehicle body and grounded.
[0029]
As shown in FIGS. 2 and 3, the primary piston 30 is made of an electrically conductive metal material, has a diameter D <b> 1, has a small-diameter portion 31 at the center, and an end surface on the X <b> 1 side. A T-shaped hydraulic relief through hole 34 is formed to connect between the center of 32 and the peripheral surface of the small diameter portion 31. 34 a is an opening to the end face 32 of the through hole 34. The primary piston 30 is provided with an alumite surface treatment for electrical insulation and sliding protection on the peripheral surface except for the end faces 32 and 33.
[0030]
An annular piston switch contact component 60 is fixed to the end face 32. A push rod receiving member 35 is fixed to the end surface 33. Both the component 60 and the member 35 are made of an electrically conductive metal material. The piston switch contact component 60 protrudes from the end surface 32 by the dimension a. Further, seals 36 and 37 are fitted to the primary piston 30.
[0031]
The primary piston 30 is fitted in the cylinder portion 13 of the main cylinder 12, and is prevented from dropping by the stopper ring member 39. A cylindrical space 38 is formed around the small diameter portion 31.
[0032]
The through hole 34, the space 38, and the hole 16 form a hydraulic pressure release path 200.
[0033]
As shown in FIGS. 2 and 3, the secondary piston 40 is made of an electrically conductive metal material, has a first piston portion 41 having a diameter D2 on the X2 side, and has a X1 side on the X1 side. It has the 2nd piston part 42 whose diameter is D3. A concave step portion 41 a for forming a first pressurizing chamber 105 described later is formed on the X2 side of the first piston portion 41. A portion between the first piston portion 41 and the second piston portion 42 has a diameter smaller than D3. Seals 43 and 44 are fitted to the piston portions 41 and 42. D2 is substantially twice D3, and the sectional area S2 of the first piston portion 41 is substantially four times the sectional area S3 of the second piston portion 42. This relationship boosts the assist force.
[0034]
A cylindrical portion 45 protrudes from the first piston portion 41 to the X2 side. The diameter of the cylindrical portion 45 is D4, which is slightly shorter than D1. As shown in FIG. 2, a seal valve body 50 is incorporated in the space 46 inside the cylindrical portion 45. The seal valve body 50 has a seal portion 51 on the X2 side. The seal portion 51 is smaller than the inner diameter of the annular piston switch contact component 60 and has a size capable of closing the opening 34a, and is made of rubber or synthetic resin having electrical insulation. The seal valve body 50 is pushed in the X2 direction by the back spring 52 and contacts the stopper portion 47, and the seal portion 51 protrudes from the end face 45a of the cylindrical portion 45 in the X2 direction by the dimension b. The dimension b and the dimension a have a relationship of a <b. (Ba) is slight. Further, the seal valve body 50 and the end face 32 of the primary piston 30 constitute a hydraulic release path valve 210.
[0035]
In the secondary piston 40, the first piston portion 41 is fitted to the cylinder portion 14 of the main cylinder 12, the second piston portion 41 is fitted to the output cylinder 20, and the column portion 45 is loosely fitted to the cylinder portion 13. is doing. A cylindrical space 48 is formed around the cylindrical portion 45. The secondary piston 40 is moved in the X2 direction by the return spring 49 and hits the step portion 15. A first pressurizing chamber 105 is formed by the recessed step portion 41 a and the corner portion of the cylinder portion 14, and a second pressurizing chamber 106 is formed by the second piston portion 42 and the output cylinder 20. Yes. The first pressurizing chamber 105 is a pressurizing chamber in an initial state. The hydraulic pressure supply hole 17 communicates with the first pressurizing chamber 105 in the initial state. When the secondary piston 40 is moved in the X1 direction, the shape of the first pressurizing chamber 105 changes. That is, as shown in FIG. 7A, when the secondary piston 40 is moved in the X1 direction, the first piston portion 41 is separated from the step portion 15, and the chamber 105 and the space 48 communicate with each other. 1 communication pressure chamber 105A.
[0036]
Inside the cylinder part 13, the end surface 32 of the primary piston 30 and the end surface 45a of the secondary piston 40 are close to each other and face each other. The primary piston 30, the piston switch contact component 60, and the secondary piston 40 constitute a clutch operation detection switch 211. The secondary piston 40 is electrically connected to a part of the vehicle body via the return spring 49 and the output cylinder 20.
[0037]
Here, the distance between the end surface 32 of the primary piston 30 and the end surface 45 a of the secondary piston 40 is referred to as an actual distance H between the primary piston 30 and the secondary piston 40.
[0038]
Here, the operation of the detection switch 211 and the hydraulic pressure release path valve 210 when the actual distance H is changed will be described.
[0039]
As shown by line I in FIG. 4A, when the primary piston 30 approaches the secondary piston 40 and changes in the direction in which the actual distance H is shortened, the opening 34a becomes the seal portion 51 when the actual distance H becomes the dimension b. Is closed and the hydraulic pressure release path valve 210 is closed (see FIG. 4B), and when the actual distance H is further shortened to the dimension a, the hydraulic pressure release path valve 210 remains closed (FIG. 4). (See (B)), the piston switch contact component 60 and the end face 45a come into contact, the detection switch 211 is closed (see FIG. 4C), and the motor 70 is started (see FIG. 4D).
[0040]
When the motor 70 is started, the hydraulic pump 80 is driven, the hydraulic pressure is sent to the first communication pressurizing chamber 105A, and the hydraulic pressure acts on the first piston portion 41 to generate the assist force in the X1 direction.
[0041]
As shown by line II in FIG. 4A, when the secondary piston 40 moves away from the primary piston 30 and changes in the direction in which the actual distance H becomes longer, first, the piston switch contact component 60 and the end face 45a are separated, The detection switch 210 is opened (see FIG. 4C), the motor 70 is stopped (see FIG. 4D), and the hydraulic pressure release path valve 210 is still closed (FIG. 4B). reference). When the secondary piston 40 is further moved in the X1 direction and the actual distance H exceeds the dimension b, the seal portion 51 is separated from the end face 32 and the hydraulic pressure release path valve 210 is opened (see FIG. 4B), and the opening 34a. Is opened and the hydraulic pressure release path 200 is opened.
[0042]
When the hydraulic pressure release path 200 is opened, the hydraulic pressure in the first communication pressurizing chamber 105 </ b> A is released to the outside through the hydraulic pressure release path 200, and the secondary piston 40 is generated in the second pressurizing chamber 106. This time, it is moved in the X2 direction by the hydraulic pressure and the return spring 49.
[0043]
Accordingly, the relative positions of the primary piston 30 and the secondary piston 40 are maintained so that the actual distance H remains within a limited small range between the dimension a and the approximate dimension b.
[0044]
In FIG. 1, the motor 70 is normally stopped, and when it is started, the hydraulic pump 80 is driven.
[0045]
The push rod 112 is in contact with the receiving member 35 and is moved in the X1 direction when the clutch pedal 110 or the clutch lever 111 is operated to push the primary piston 30 in the X1 direction.
[0046]
The hydraulic pump 80 is provided in the middle of a pipe 81 that connects the hole 19 and the hole 17. A check valve 82 is provided between the hydraulic pump 80 and the hole 17. The oil tank 90 is provided in the middle of the pipe 91 that connects the hole 16 and the hole 18. A filter 92 is provided between the oil tank 90 and the hole 18. The pipe 91 and the pipe 81 communicate with each other through the hole 18, the internal space of the cylinder portion 14, and the hole 19. The oil is used not only for generating assist force but also for lubricating the inside of the cylinder part 14 and for lubricating the inside of the cylinder part 13.
[0047]
The motor drive circuit 100 normally outputs a motor drive signal with a duty ratio of 0.7, as indicated by reference numeral i0.7 in FIG. 1, and, as will be described later, according to the situation of the vehicle, A motor drive signal having a duty ratio slightly changed in a direction in which the duty ratio increases or decreases from the basic 0.7 is output.
[0048]
The duty ratio variable operation section 260 has an operation knob 260a, and the duty ratio of the motor drive signal is adjusted by operating the operation knob 260a.
[0049]
The vehicle speed sensor 261 detects the traveling speed of the vehicle and outputs a vehicle speed signal V. The oil temperature sensor 262 detects the temperature of the oil in the oil tank 90 and outputs an oil temperature signal Tc. The battery voltage sensor 263 detects an output voltage of a battery mounted on the vehicle and outputs a battery output voltage signal E.
[0050]
The electronic control unit 250 has a function of determining the duty ratio of the motor drive signal in accordance with the state of the vehicle. The electronic control device 250 includes an interface 251, a CPU 252, and a ROM 253. The ROM 253 stores a three-way map (not shown) that represents the duty ratio of the motor drive signal. One axis of the ternary map is the vehicle speed V, another axis is the oil temperature Tc, and another axis is the battery voltage E. The duty ratio is 0.7 when the vehicle speed V, the oil temperature Tc, and the battery voltage E are all normal. At a high vehicle traveling speed V, the duty ratio is 0.6, which is slightly lower than 0.7. When the oil temperature Tc is abnormally low, the duty ratio is 0.8, which is slightly higher than 0.7. When the battery voltage E is abnormally low, the duty ratio is 0.8, which is slightly higher than 0.7.
[0051]
Next, the operation force assist operation of the clutch operation force assist control device 10 configured as described above when the driver of the vehicle depresses the clutch pedal 110 to release the clutch device 120 will be described.
[0052]
Before the clutch pedal 110 is depressed, the clutch operating force assist control device 10 and the clutch device 120 are in the states shown in FIGS. 1, 2, and 6A.
[0053]
FIG. 5 shows the operating state of the clutch operating force assist control device 10 and the operating state of the clutch device 120 when the clutch pedal 110 is normally depressed deeply.
[0054]
When the driver normally depresses the clutch pedal 110, the primary piston 30 is pushed through the push rod 112 and moved in the X1 direction at once. The secondary piston 40 is also pushed by the primary piston 30 and at the same time in the X1 direction by the assist force. The clutch release cylinder mechanism 125 is operated by the hydraulic pressure from the second pressurizing chamber 106 and the clutch device 120 is disconnected.
[0055]
FIGS. 6A to 6C and FIGS. 7A and 7B are diagrams for explaining the operation of the clutch operating force assist control device 10.
[0056]
When the driver depresses the clutch pedal 110, the primary piston 30 is pushed through the push rod 112 and moved in the X1 direction. First, as shown in FIG. 6B, the opening 34a is blocked by the seal portion 51. Then, the hydraulic pressure release path valve 210 is closed, and then, as shown in FIG. 6C, the piston switch contact component 60 comes into contact with the end face 45a, the detection switch 211 is closed, and the motor drive circuit 100 is switched to the duty ratio. Is output, and the motor 70 is started. Further, when the piston switch contact part 60 pushes the end face 45a, the secondary piston 40 starts moving in the X1 direction, and the first piston part 41 moves away from the step part 15 as shown in FIG. The pressurization chamber 105 and the space 48 communicate with each other, and the first pressurization chamber 105 becomes the first communication pressurization chamber 105A.
[0057]
When the motor 70 is started, the hydraulic pump 80 is driven, oil is fed into the first communication pressurizing chamber 105A through the hydraulic pressure supply hole 17, and the hydraulic pressure P acts on the first piston portion 41, and the secondary piston. 40 generates an assist force AF as an assist force in the X1 direction. Therefore, after that, the secondary piston 40 reaches the final position shown in FIG. 7B in the X1 direction by the force (F + AF) obtained by adding the assist force AF to the force (depressing force) F by the operation of depressing the clutch pedal 110. Pressed. As shown in FIG. 5, the clutch release cylinder mechanism 125 is operated by the hydraulic pressure generated in the second pressurizing chamber 106 as the secondary piston 40 moves in the X1 direction, and the clutch plate 124 is separated from the clutch plate 122. The clutch is disengaged.
[0058]
When the clutch pedal 110 is depressed, the force is changed and output from the apparatus main body 11 so as to increase as the depression stroke of the clutch pedal 110 increases, as indicated by the line V in FIG. This force is a force obtained by adding the assist force AF indicated by the line IV to the stepping force F. Therefore, the force F for depressing the clutch pedal 110 is sufficient as shown by line III in FIG. 8, and the driver depressing the clutch pedal 110 when disengaging the clutch is light.
[0059]
The ratio AF1 / F1 of the assist force AF1 to the stepping force F1 is 1/2. Further, the ratio between the assist force AF and the stepping force F, AF1 / F1, and AF2 / F2 in each stroke are substantially the same. Therefore, the driver feels heavy enough to depress the clutch pedal 110, and there is no sense of incongruity.
[0060]
Here, a case will be described in which the driver operates the operation knob 260a of the duty ratio variable operation unit 260 to adjust the duty ratio of the motor drive signal to increase. This operation is performed, for example, when the driver feels tired from the operation of depressing the clutch pedal 110.
[0061]
In this case, the motor drive circuit 100 outputs a motor drive signal i0.8 having a duty ratio of 0.8, for example, and the motor 70 is started. Compared with the case of a motor drive signal having a duty ratio of 0.7, the actual operating time of the motor 70 is longer than usual. Therefore, the assist force AF is as shown by line IVa in FIG. 9 and increases compared to the normal case, and accordingly, the force F by which the driver depresses the clutch pedal 110 may be weak as shown by line IIIa. Therefore, when the clutch is disengaged, the operation of the driver depressing the clutch pedal 110 is lighter than usual, and the driver feels fatigue, but the clutch operation can be continued further. The ratio of the assist force AF1 to the stepping force F1, AF1 / F1, is 5/7.
[0062]
In addition, a female driver who is weakly stepped on operates the operation knob 260a of the duty ratio variable operation unit 260 to increase the duty ratio of the motor drive signal, thereby facilitating driving of the vehicle.
[0063]
When the traveling speed V of the vehicle is in a high speed region, when the clutch pedal 110 is depressed, the motor drive signal i0.6 with a duty ratio of 0.6 is output from the motor drive circuit 100, and the motor 70 is started. Compared with the case of a motor drive signal with a duty ratio of 0.7, the motor 70 has a shorter actual operating time than usual, and the assist force AF is as shown by line IVb in FIG. In order to obtain the force indicated by the line V, the driver needs to increase the force F for depressing the clutch pedal 110 as indicated by the line IIIb. The ratio of the assist force AF1 to the stepping force F1, AF1 / F1, is 1/3. This makes the clutch operation heavier than usual, avoids the risk of unintentional clutch release, and maintains the running stability of the vehicle.
[0064]
When the vehicle is a two-wheeled vehicle, the operation of grasping the clutch lever becomes heavy, and even though the speed of the two-wheeled vehicle is in a high speed range and the clutch lever receives a strong wind pressure, the clutch lever is not moved by the wind pressure. .
[0065]
When the oil temperature Tc is abnormally low, when the clutch pedal 110 is depressed, a motor drive signal with a duty ratio of 0.8 is output from the motor drive circuit 100, and the motor 70 is started. . Compared with the case of a motor drive signal having a duty ratio of 0.7, the actual operating time of the motor 70 is longer than usual. When the actual operation time of the motor 70 is the same as normal, the assist force AF becomes lower than usual because the viscosity of the oil is increased due to an abnormally low temperature and the oil does not move smoothly. It is necessary to make the force F to step 110 stronger than usual. However, since the actual operation time of the motor 70 is longer than usual, the assist force AF becomes as shown by the line IV in FIG. 8 even though the viscosity of the oil is high, and the ratio of the assist force AF1 to the stepping force F1. , AF1 / F1 is maintained at 1/2, and the force F for stepping on the clutch pedal 110 is the same as usual, and does not feel heavy.
[0066]
When the battery voltage E is abnormally low, when the clutch pedal 110 is depressed, a motor drive signal with a duty ratio of 0.8 is output from the motor drive circuit 100, and the motor 70 is started. Compared with the case of a motor drive signal having a duty ratio of 0.7, the actual operating time of the motor 70 is longer than usual. When the actual operation time of the motor 70 is the same as normal, the assist force AF becomes lower than usual because the viscosity of the oil is increased due to an abnormally low temperature and the oil does not move smoothly. It is necessary to make the force F to step 110 stronger than usual. However, since the actual operation time of the motor 70 is longer than usual, the assist force AF becomes as shown by the line IV in FIG. 8 even though the battery voltage E is abnormally low, and the assist force AF1 with respect to the stepping force F1. The ratio AF1 / F1 is maintained at 1/2, and the force F for depressing the clutch pedal 110 is the same as usual, and does not feel heavy.
[0067]
As described above, regardless of the state of the vehicle at that time, the driver can operate the clutch without feeling uncomfortable.
[0068]
When the driver releases his / her foot from the clutch pedal 110 after performing the gear shift operation, as shown in FIG. 11A, the primary piston 30 is slightly moved in the X2 direction by the hydraulic pressure P in the first communication pressurizing chamber 105A. Then, the hydraulic pressure release path valve 210 is opened, and the hydraulic pressure release path 200 is opened. Further, the secondary piston 40 starts to move in the X2 direction by the hydraulic pressure generated in the second pressurizing chamber 106 and the back spring 52.
[0069]
While the secondary piston 40 and the primary piston 30 return the oil in the first communication pressurizing chamber 105A to the oil tank 90 through the hydraulic pressure release path 200 while the actual distance H is maintained at the distance of the above-described dimension b, The initial state shown in FIG.
[0070]
When the secondary piston 40 is returned to the initial state, the clutch is completely connected.
[0071]
Next, regarding the operation of the CPU 252 constituting the electronic control unit 250 of FIG.
This will be described with reference to FIG.
[0072]
First, it is determined whether or not the clutch operation detection switch 211 is on (S1). If the detection switch 211 is on, the vehicle speed V is read (S2), the oil temperature Tc is read (S3), and the battery The voltage E is read (S4), and the duty ratio of the motor drive signal is determined with reference to the three-way map of the duty ratio of the motor drive signal stored in the ROM 213 based on these (S5).
[0073]
Next, the motor 70 is driven by the motor drive signal having the determined duty ratio (S6).
[0074]
Next, it is determined whether or not the clutch operation detection switch 211 is on (S7). If the detection switch 211 is off, the motor 70 is stopped (S8).
[0075]
Finally, the duty ratio is returned to 0.7 which is the original state (S9).
[0076]
In addition to the sensors 221, 222, and 223 in FIG. 1, it is possible to provide another sensor and determine the duty ratio of the motor drive signal in consideration of the output of this sensor. For example, in the case of a motorcycle where the driver is exposed to the outside air, a sensor for detecting the outside air temperature is provided, and when the outside air temperature is low, the duty ratio of the motor drive signal is increased to increase the assist force and It is also possible to help the driver who has reduced motor function.
[0077]
Further, depending on the type of vehicle, when the vehicle traveling speed V is in a high speed region, when the clutch pedal 110 is depressed, the duty ratio from the motor drive circuit 100 is higher than 0.7. A motor drive signal of 8 can be output. In this case, the actual operation time of the motor 70 becomes longer than usual, and the assist force AF increases compared to the normal case, and the driver depresses the force F that depresses the clutch pedal 110, and the gear is switched. Can be performed quickly, and driving becomes easier.
[0078]
The numerical value of the duty ratio, the ratio of the assist force AF1 to the stepping force F1, and the numerical value of AF1 / F1 are both examples, and are not limited to the above, and can be changed as appropriate.
[0079]
The clutch operating force assist control device 10 can be applied to an operating mechanism unit other than the clutch mechanism. Moreover, it can be provided not only in the vehicle but also in a construction machine equipped with an engine.
[0080]
【The invention's effect】
  As described above, the present invention is an operation force assist that assists the driver by adding an assist force to the operation force acting on the operation portion of the vehicle.In the apparatus; a cylinder; a primary piston made of a metal material that is provided in the cylinder and to which an operating force is applied; a section wider than a cross-sectional area of a portion that outputs the auxiliary force and a portion that outputs the auxiliary force It has a shape having a large-diameter piston portion having an area, and the side having the large-diameter piston portion is provided in the cylinder so as to face the end of the primary piston opposite to the side to which the operating force is applied. A secondary piston made of a metal material that forms a pressurizing chamber between the primary piston and the large-diameter piston portion and outputs an auxiliary force; and the primary piston to which an operating force is applied moves. The primary piston is moved upward due to the electrical connection between the primary piston and the secondary piston. A detection switch that detects pressing against the secondary piston; a motor that applies pressure to the pressurizing chamber; motor drive control means that starts the motor and drives the pump in response to detection of the detection switch; Therefore, it is possible to reduce power consumption and to obtain a strong auxiliary force with a simple structure in which the shape of the secondary piston is appropriately determined as compared with a configuration in which the pump is always driven. .
[Brief description of the drawings]
FIG. 1 is a view showing a clutch operating force assist control device according to an embodiment of the present invention together with a clutch device.
2 is an enlarged view of a part of the apparatus main body in FIG.
FIG. 3 is a view showing a primary piston and a secondary piston facing each other.
FIG. 4 is a diagram for explaining operations of a valve, a switch, and a motor when an actual distance is changed.
FIG. 5 is a diagram showing an operation state of the clutch operating force assist control device and the clutch device when the clutch pedal is normally depressed.
FIG. 6 is a diagram showing an operation state of the clutch operating force assist control device when the clutch pedal is normally depressed.
7 is a diagram illustrating an operation state of the clutch operating force assist control device subsequent to FIG. 6 (C). FIG.
FIG. 8 is a diagram showing a relationship between a clutch pedal depression stroke and generated assist force.
FIG. 9 is a diagram showing the relationship between the clutch pedal depression stroke and the generated assist force when the operation knob is operated.
FIG. 10 is a diagram showing the relationship between the clutch pedal depression stroke and the generated assist force when the vehicle speed is high.
FIG. 11 is a diagram illustrating the operation of the clutch operating force assist control device when the depression of the clutch pedal is released.
FIG. 12 is a flowchart of the operation of the CPU in FIG.
[Explanation of symbols]
10 Clutch operating force assist control device
11 Device body
12 Main cylinder
20 Output cylinder
30 Primary piston
34 Hydraulic relief through hole
40 Secondary piston
50 Seal valve body
60 Piston switch contact parts
70 Electric motor
80 Hydraulic pump
90 oil tank
100 Motor drive circuit
105 First pressurizing chamber
105A First communication pressurizing chamber
106 Second pressurizing chamber
110 Clutch pedal
111 Clutch lever
120 Clutch device
200 Hydraulic release path
210 Hydraulic release path valve
211 Clutch operation detection switch
250 Electronic control unit
251 interface
252 CPU
253 ROM
260 Duty ratio variable operation section
260a Operation knob
261 Vehicle speed sensor
262 Oil temperature sensor
263 battery voltage sensor

Claims (5)

A motor and a pump driven by the motor are provided, and an auxiliary force is added to the operation force that the driver acts on the operation unit of the vehicle by the pressure of the medium generated by the pump driven by the motor. Operating force assist device main body for assisting,
A vehicle status detection sensor for detecting the status of the vehicle;
Motor drive control means for controlling the drive of the motor according to the information of the vehicle status detection sensor,
An operating force assist control device configured to change the strength of the assisting force according to the situation of the vehicle ,
The operating force assist device body is
A cylinder,
A primary piston made of a metal material, provided in the cylinder, to which an operating force is applied;
A portion having an auxiliary force output and a large-diameter piston portion having a cross-sectional area wider than the cross-sectional area of the portion outputting the auxiliary force, and the side having the large-diameter piston portion is the operating force of the primary piston. Is provided in the cylinder so as to face the end opposite to the side to which the pressure is applied, forms a pressurizing chamber between the primary piston and the large-diameter piston portion, and outputs an auxiliary force. A secondary piston made of a metal material;
When the primary piston to which the operating force is applied moves and hits the secondary piston and the primary piston and the secondary piston are electrically connected, it is detected that the primary piston has pressed against the secondary piston. A detection switch,
The pump is for applying pressure to the pressurizing chamber,
The motor drive control means is an operating force assist control device that starts the motor and drives the pump in response to detection of the detection switch . The operating force assist control device according to claim 1,
The operation force assist device main body is configured to assist by adding an auxiliary force to the operation force of the clutch operation unit of the vehicle,
The vehicle condition detection sensor includes a vehicle speed sensor that detects a traveling speed of the vehicle and outputs a vehicle speed signal,
The motor drive control means outputs a motor drive signal having a duty ratio different from a normal duty ratio when the vehicle speed sensor outputs a vehicle speed signal indicating that the traveling speed of the vehicle is high. An operation force assist control device characterized by having a configuration. The operating force assist control device according to claim 1,
The operation force assist device body is configured to assist by adding an auxiliary force to the operation force of the clutch operation unit of the vehicle, wherein the medium is oil.
The vehicle condition detection sensor includes an oil temperature sensor that detects an oil temperature and outputs an oil temperature signal.
The motor drive control means is configured to output a motor drive signal having a duty ratio higher than a normal duty ratio when the oil temperature sensor outputs an oil temperature signal indicating that the oil temperature is low. An operating force assist control device characterized by that. The operating force assist control device according to claim 1,
The operation force assist device main body is configured to assist by adding an auxiliary force to the operation force of the clutch operation unit of the vehicle,
The vehicle condition detection sensor includes a battery voltage sensor that detects a voltage of the battery and outputs a battery voltage signal,
The motor drive control means is configured to output a motor drive signal having a duty ratio higher than a normal duty ratio when the battery voltage sensor outputs a battery voltage signal indicating that the battery voltage is low. An operating force assist control device characterized by that. A motor and a pump driven by the motor are provided, and an auxiliary force is added to the operation force that the driver acts on the operation unit of the vehicle by the pressure of the medium generated by the pump driven by the motor. Operating force assist device main body for assisting,
A manually operated adjuster;
Motor drive control means for controlling the drive of the motor according to the operation of the adjustment unit,
An operating force assist control device in which the strength of the auxiliary force is changed by operating the adjustment unit ,
The operating force assist device body is
A cylinder,
A primary piston made of a metal material, provided in the cylinder, to which an operating force is applied;
A portion having an auxiliary force output and a large-diameter piston portion having a cross-sectional area wider than the cross-sectional area of the portion outputting the auxiliary force, and the side having the large-diameter piston portion is the operating force of the primary piston. Is provided in the cylinder so as to face the end opposite to the side to which the pressure is applied, forms a pressurizing chamber between the primary piston and the large-diameter piston portion, and outputs an auxiliary force. A secondary piston made of a metal material;
When the primary piston to which the operating force is applied moves and hits the secondary piston and the primary piston and the secondary piston are electrically connected, it is detected that the primary piston has pressed against the secondary piston. A detection switch,
The pump is for applying pressure to the pressurizing chamber,
The motor drive control means is an operating force assist control device that starts the motor and drives the pump in response to detection of the detection switch .

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