JPS6023660A - Clutch drive control - Google Patents

Abstract

PURPOSE:To achieve easy and accurate clutch control, by providing an accurate half-engagement clutch stroke by adding a predetermined clutch stroke to an engagement clutch stroke while allowing the engine control circuit to automatically control the clutch operation. CONSTITUTION:Engagement cluch stroke at an engaged position of the clutch 10 is detected by adapting the position detector 44 to detect the position of the clutch release fork 20 and allowing the signal for the detected position to be input to the engine control circuit 42. Then, an accurate half-engagement clutch stroke is provided by adding a predetermined clutch stroke to the engagement clutch stroke, which half-engagement clutch stroke is used for engagement control of the clutch 10. By the described arrangement, automatic operation of the clutch 10 is made possible and it also becomes possible to attain a constant clutch meet if the clutch becomes worn off, and thus, the clutch engagement control can be done easily and accurately.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to a clutch drive control device for controlling drive of a clutch.

[Background Art] When changing the gear ratio while driving a manual transmission vehicle, the driver must operate the clutch while operating the accelerator. Therefore, some drivers may find it difficult to change the gear ratio. far away,
Furthermore, if the gear ratio is changed frequently, the driver becomes fatigued, which is inconvenient for driving the vehicle.

[Object of the invention] The present invention has been made in view of the above-mentioned conventional problems, and
The purpose is to provide a clutch drive control device that facilitates clutch operation.

[Structure of the Invention] In order to achieve the above object, the present invention comprises a hydraulic circuit for shutting off and driving the crunch and a hydraulic circuit for connecting drive, and a hydraulic control valve is provided in at least the hydraulic circuit for connecting drive. A clutch hydraulic drive device, a position detector that detects the clutch stroke, and a hydraulic control ft according to clutch operation commands.
and a JP Ic11 control circuit for controlling the opening of the clutch, and the Jr control circuit detects the engaged clutch stroke at the engaged position of the clutch based on the position detection signal, and adds a predetermined clutch stroke to the engaged clutch stroke to open the clutch at the half-engaged position. After a half-clutch stroke, the hydraulic control valve is controlled to open based on the half-engaged clutch stroke, and the clutch hydraulic drive device moves from the shut-off position to the half-engaged position by controlling the hydraulic control valve to open. is characterized in that the clutch is rapidly driven in the engaging direction from the half-engaged position to the engaged position.

[Embodiments of the Invention] Hereinafter, embodiments of a clutch drive control device according to the present invention will be described based on the drawings.

FIG. 1 shows the overall configuration of a clutch drive control device according to the present invention.

The clutch 10 of this embodiment is of a friction type, and engine output is transmitted to the transmission 17 via an engine-side clutch lining 12, a transmission-side launch lining 14, and an output shaft 16.

The transmission side launch lining 14 is driven by a clutch release fork 20 rotatably supported by a support) 18, and the clutch release fork 2o is rotated by a clutch release cylinder 22 about the support) 18 as a fulcrum. being driven.

Therefore, the clutch lining 14 on the transmission side is driven by the clutch release cylinder 22 via the clutch release fork 2o, and is moved forward and backward relative to the clutch lining 12 on the engine side, thereby driving the clutch 10 in the direction of engagement or disengagement.

The clutch release cylinder 22 is hydraulically driven by a hydraulic drive device 24 described below.

This hydraulic drive device 24 is a clutch release cylinder 2
2 to retract the transmission side clutch lining 14 from the engine side clutch lining 12 and drive the clutch 1o in the disconnecting direction, and also drives the clutch release cylinder 22 to retract the transmission side clutch lining 12 from the engine side clutch lining 12 and the transmission. Contact with the side clutch lining 14, and the clutch lO
It has a connection drive hydraulic circuit 28 that drives the connection direction.

Clutch hydraulic oil for driving the clutch release cylinder 22 is supplied from a reservoir tank 30 to an oil pump 32 on the shutoff drive hydraulic circuit 26 side, and the pressurized clutch hydraulic fluid is supplied to an accumulator 34. ing. Further, the clutch hydraulic oil in the accumulator 34 is supplied to the clutch release cylinder 22 via an on/off solenoid valve 36.

On the other hand, the connection drive hydraulic circuit 28 is formed between the reservoir tank 3o side of the oil pump 32 and the clutch release cylinder 22 side of the on/off electromagnetic element "36," and is connected to the connection drive hydraulic circuit 28. is a duty electric valve used as a hydraulic control valve to control the hydraulic pressure of clutch hydraulic oil.
38 are provided. In addition, good controllability f1 of the flanch operating oil pressure by the duty solenoid valve 38 is 1! An orifice 40 is provided on the upstream side of the duty TrL magnet jr38 for the purpose of increasing the current flow.

As mentioned above, in the present invention, the hydraulic pressure control valve in the hydraulic circuit for connecting drive is controlled by the brake control circuit, and in this embodiment, the engine control circuit 42 functions as the brake control circuit. .

The engine control circuit 42 is supplied with various signals necessary to carry out its control functions. That is, the clutch release fork 20 is connected to the engine control circuit 42.
The position detector 44 detects the position of the position detection signal 1.
00, a torque detection signal 102 from the 1-lux detector 45 that detects the output torque of the transmission 17, and a shift position detection value 104 from the shift position detector 46 that detects the gear shift position 4 of the 1-lunch transmission 17.
is supplied. In addition, the engine control circuit 42 has a hydraulic pressure detection system that detects the output side hydraulic pressure of the accumulator 34! n4
A hydraulic pressure detection signal 10B is supplied from 8. Further, the engine control circuit 42 receives a throttle opening detection signal 108 from a throttle opening detector 52 provided in the throttle body 50 for detecting the throttle opening, and a vehicle speed detection signal 110 from a vehicle speed detector 54 for detecting vehicle speed. , and a brake operation detector 5 that detects whether or not the brake pedal is operated.
A brake operation detection signal 97 is supplied from the accelerator pedal 3, and a depression amount detection signal 99 is supplied from a depression amount detector 55 that detects the amount of depression of the accelerator pedal.

The engine control circuit 42 generates these position detection signal 100, torque detection signal 102, shift position detection value 104, oil pressure detection signal 10B, throttle opening detection signal 108. Vehicle speed detection signal 110. Arithmetic processing is performed based on the brake operation detection signal 97 and the depression amount detection signal 99, and the drive current 11
2.114.11B, 120 can be output.

The drive current 112 is supplied to the actuator 56.58, and the drive current 112 is supplied to the actuator 56.58.
2, it is possible to change the gear ratio of the transmission 17. Note that, as will be described later, in this embodiment, the gear ratio of the transmission 17 is switched automatically in accordance with the throttle opening and vehicle speed, or in response to an operation.

Further, the drive current 114 is supplied to the oil pump 32, and the oil pump 32 can increase the oil pressure to a pressure corresponding to the drive current 114.

Furthermore, the drive IJ Ti flow 116 is an on/off solenoid valve 36.
In addition, the drive current 118 is supplied to the duty solenoid valves 38, respectively.

The on/off solenoid valve 36 is controlled to open or close by this driving current 11B, and when the on/off solenoid 936 is opened, the transmission side clutch lining 14 is retracted from the engine side clutch lining 12 and the clutch 10
A cut-off drive is performed.

Further, the duty electromagnetic valve 38 is controlled to open by the drive current 118, so that the transmission side clutch lining 14 is opened to the engine side clutch lining 1.
The clutch 10 is first rapidly driven in the direction of contacting the clutch 10.
becomes a half-engaged state, and when the clutch 10 becomes a half-engaged state, the duty electromagnetic magnet ? 38 is intermittently controlled to open, and the transmission side clutch lining 14 is connected to the clutch 1.
It is gradually driven in the connection direction of 0 until it reaches a completely connected state.

In this way, in the water device, the hydraulic control button t is driven so that the clutch 10 is driven rapidly in the connecting direction from the disconnected position to the half-engaged position, and gradually from the half-engaged position to the engaged position. The duty electromagnetic valve 38 constituting the engine is controlled to open by an engine control circuit 42 constituting a valve control circuit.

The engine control circuit 42 monitors the clutch stroke of the clutch 10 using the position detection signal 100 of the position n detector 44 and performs this control operation.

The control operation is performed based on the half-engaged latch stroke when the clutch IO is in the half-engaged position, and the engine control circuit 42 detects the engaged clutch stroke when the clutch IO is in the engaged position based on the position n detection signal lOO. This J1! A predetermined clutch stroke is added to the #-1 clutch stroke to achieve a half-engaged lunch stroke when the clutch 10 is in a half-engaged state.

In this embodiment, the engine control circuit 42 learns the engagement clutch stroke at the engagement position of the clutch 10, and adds a predetermined clutch stroke to the learned engagement clutch stroke during the control IIl operation in 1-Section II. Semi-linked latch stroke in the neck.

In addition, the actuators 56 and 58 have on/off voltages.
It is driven from when the clutch 10 is disengaged by the 5P 36 to when the clutch 10 is half-engaged, thereby changing the speed of the transmission 17.

During this gear shift, the engine control circuit 42 reduces the throttle opening to lower the engine speed when the clutch IO is driven to disengage, and when the clutch IO is engaged and driven, the engine control circuit 42 detects the position detected by the position detector 44. It is possible to increase the throttle opening depending on the signal 100 or depending on the difference between the input and output rotational speeds of the clutch lO. By controlling the increase in the throttle opening degree, the engine control circuit 42 can smoothly engage the clutch 10 and prevent a gear shift shock at the time of clutch engagement.

Note that, except when a gear change is being performed, the engine control circuit 42 controls the throttle opening according to the depression of the accelerator pedal by the driver based on the depression detection signal 99. During gear shifting, the throttle opening degree is controlled by the engine control circuit 42, as described above, directly independent of the amount of depression of the accelerator pedal by the driver.

In this embodiment, the throttle opening degree is controlled by the actuator 60 driving the throttle/<rub 62 in accordance with the drive current 120 outputted from the engine control circuit 42.

As described above, the device of this embodiment is capable of automatic gear shifting in the same way as a fully automatic transmission.

Note that the engine control circuit 42 automatically generates the engine control circuit 42 according to the amount of accelerator depression and the vehicle speed, which are necessary for automatic gear shifting.

Furthermore, the Kinomoto side device is configured so that the driver can manually select an arbitrary gear ratio, that is, the gear ratio can be switched semi-automatically.

For this reason, the second engine control circuit 42 is supplied with a clutch operation command 122 from a clutch operation command generation circuit 64 and a gear ratio selection command 124 from a gear ratio selection command generation circuit 66. Then, the engine control circuit 42 operates the on/off solenoid valve 36 and the duty voltage 1? according to the clutch operation command 122. j (t 38 and gear ratio selection command 12
The actuators 56 and 58 can be controlled in accordance with 4, and by controlling the throttle opening degree, it is possible to perform a speed change operation similar to a semi-automatic transmission.

Note that the clutch operation command 122. Gear ratio selection command 124
The determination as to whether or not to give priority to internal commands is made in accordance with the operation of a switch 67 connected to the engine control circuit 42.

FIG. 2 explains the configuration of the speed change operation section in this embodiment, and the speed change box 68 is arranged near the driver's seat. A shift lever 70 is rotatably supported upright on the transmission box 68.
A shift knob 72 is removed (-J) at the tip.

As mentioned above, in this embodiment, automatic gear shifting is possible in the same way as in the case of a fully automatic transmission, and the gear ratio can be changed in the same way as in the case of a semi-automatic transmission. 3
The positions 1, 2, 3, 4, R, D, and N are set for speed, 4th gear, reverse, drive, and neutral.

The gear ratio selection command generation circuit 66 and switch 67 are built into the gear shift pump 68, and the gear ratio selection JR command generation circuit 66 detects the operation position of the shift lever 70, that is, the gear change position, and changes the gear ratio accordingly. It can be output to the engine control circuit 42 as a selection command 124. Further, the switch lever 70 is turned on only when the shift lever 70 is operated to position D, and at this time, the engine control circuit 42 is configured to give priority to the internally generated clutch operation command and gear ratio selection command. 42 can be commanded.

Further, the clutch operation command generation circuit 64 is connected to the shift knob 7.
It is incorporated within 2. The shift knob 72 is attached to the tip of the shift lever 70 by a pin 74 so as to be able to swing in the left and right directions in the figure, and is disposed inside the shift lever 70 so as to be able to swing in the left and right directions in the figure. a pair of spring outer terminal plates 76A;
76B is written several times. Further, a pair of terminal plates 78A and 78B formed in a U-shape are provided at the top of the shift lever 70.
A spring terminal body 80 having the following properties is attached. Contacts are formed on the inside of the tips of the terminal plates 76A and 76B, and contacts are formed on the outside of the tips of the terminal plates 78A and 78B, which contact the contact of the terminal plate 76A, and a contact that contacts the contact of the terminal plate 7 (3B). Contact points are respectively formed.

Therefore, when the shift lever 70 is not operated, the terminal plates 76A and 78A and the terminal plate 7 (3B and 78B) come into contact, and the clutch operation command generation circuit 64 becomes conductive as shown in Figure PIS3, and the shift lever 70 When the clutch is operated in either direction, the terminal plates 76B and 78B are in a non-contact state, or the terminal plates 78A and 78A are in a non-contact state, as shown in FIG. An operation command 122 is output.

Figure plS6 explains the configuration of the engine control circuit 42. The engine control circuit 42, which has not yet been implemented, is mainly composed of a microcomputer, and a CPU 82. R
In FIG. 6, position detectors 44, 1 . Position detection signals 1OO11 and torque detection signal 10 outputted from the torque detector 45, oil pressure, detector 48, throttle 7, l/le opening detector 52, and depression U detector 55, respectively
2. Oil pressure detection signal 106, throttle distance detection signal 10
8. The depression amount detection signal 99 is sent to the MPX 88, the A/D converter 90, and the ink face 92 and is taken into the CPU 82.

In addition, a shift position detector 46, a vehicle speed detector 54, a clutch operation command generation circuit 64, a gear ratio selection command generation circuit 66,
Shift position detector 104, vehicle speed detection signal 110, and flanch operation command 12 output from the brake operation detector 53
2. Gear ratio selection command 124, brake operation detection signal 97
A respectively buffer 794.96.98.101.154
The CPU 82 contains the CPU 82. Note that the switch 7 is connected to the CPU 82 via the eight buffer 15B.

Furthermore, the drive current 112, 114, 116.118.120
is the driver 103.1 provided on the output side of the CPU 82.
05.107.109,111 to actuators 56 and 58, oil pump 32. on off electromagnetic jr3
6, output to the duty solenoid valve 38 and actuator 6o, respectively.

A timer 147 is provided in the engine control circuit 42, and the timer signal is sent to the CPU 82 and the A/D converter 9.
0. The ink face 92 is supplied with the ink.

Figure 7 shows throttle body 5o, throttle opening detection'
This is to explain the configuration of a throttle body assembly in which a52 and actuator 6o are integrated.
13. A deceleration mechanism 115 that decelerates the DC motor 113
, and a universal joint 117 attached to the output shaft of the speed reduction mechanism 115.

Further, the throttle body 5o includes a drive shaft 121 rotatably supported within a substantially cylindrical body 119. The drive shaft 121 is driven by a DC motor 113 via a universal joint 117 and a reduction mechanism 115, so that the air or mixture flowing through the throttle valve 6 and throttle body 5o is determined by the opening degree of the throttle valve 62. ing.

Furthermore, a throttle B1 degree detector 5 is provided at the other end of the drive shaft 121.
The throttle opening detection W52 detects the rotation angle of the drive shaft 121 to determine the opening of the throttle valve 62.

FIG. 8 explains the 4M speed reduction mechanism 115 shown in FIG. 7, and the driving force of the DC motor 113 is
shaft 13 through gears 123, 125, 127, 129
1 and transmitted to the universal joint 117.

FIG. 9 explains the control function of the actuator 60 by the engine II/I control circuit 42.
The comparison means 135 compares the throttle opening detection signal 108 and the target value 126. Then, the throttle opening detection signal 10 is sent to the differential control means 137.
8 is supplied, and a comparison with the target value 126 is performed by the comparison means 135. Then, the comparison output of the comparison means 135 is the integral 1177 u1 means 139 and the proportional #J
n means 141. Furthermore, integral control means 13
9 and the output of the proportional control means 141 are added by the addition means 143, and the output of the differential control means 137 and the output of the addition means 143 are compared by the comparison means 145.

The comparison output of this comparison means 145 is supplied to the driver 111 which is composed of a PWM inverter and drives the DCC morph l1.The engine control circuit 42 uses this configuration to match the opening degree of the throttle valve 62 with the target value 12B. It is possible to perform PID control to do so.

The embodiment of the clutch drive control device according to the present invention has the above configuration, and its operation will be explained below.

First, an outline of the operation of the Kinomio side device will be explained.

In FIG. 10, the engine It/I 11j circuit 42 determines whether or not a clutch operation command, a gear ratio selection command is generated, and a clutch operation command 122. Gear ratio selection fJ, 'The presence or absence of input of the command 124 is constantly monitored (step 500), and when these commands are generated or not input, the throttle opening is controlled according to the signal 99 (step 502).
).

Furthermore, the engine control circuit 42 detects whether the pedal is depressed or not when the pedal depression amount detection signal 99 of the detector 55 and the car i! Heavy speed detection signal 1 of 1 detector 54
10, the optimum shift timing for the transmission 17 is calculated, and it issues a clutch operation command and a gear ratio selection command by itself (step 504).

Furthermore, when a clutch operation command, a gear ratio selection command is generated, or a clutch operation command 122 or a gear ratio selection command 124 is input, the engine control circuit 42 operates as shown in step 5.
00), depending on the operation of the switch 67, the internally generated crack 7
enable or disable the gear operation command and gear ratio selection command;
Or clutch operation command 122, gear ratio selection command 12
4 (steps 506 and 508).
．． 510).

The internal engine control circuit 42 receives an internally generated clutch operation command, gear ratio selection command, or clutch operation command 122. According to the gear ratio selection command 124, the gear ratio is automatically set as follows (step 512).

Oil pressure is applied to the cylinder 22, and the clutch 10 is driven to the disengaged state (step 600).

At the same time, the actuator 60 is driven by the driving current 120.
is driven to reduce the throttle opening (step 6).
02).

Next, the actuators 56 and 58 are driven by the drive current 112 based on the internally generated gear ratio selection command or the input gear ratio selection command 124, and the gear ratio is first read in the transmission 17 (step 604).

When the end of this gear ratio switching is confirmed by the shift position lead detection 111 value 104 output from the shift position detector 46 (
Step 006), the drive control of the clutch lO in the engagement direction and the throttle opening increase control Jj are performed as follows (step 608).

In FIG. 12, in step 700, a drive current 118 with a duty ratio of 100% is supplied to the duty electromagnetic valve 38 to rapidly drive the clutch IO.

Then, in step 702, it is determined whether the clutch 10 is in a semi-engaged state. The above-mentioned semi-frozen clutch stroke is used for this 'I'll determination.

After that, when the actual clutch stroke C3T reaches the small engagement clutch stroke at the half engagement position, the 13th
Drive as shown in the figure! The duty ratio of the II current 118 is set to 0%, and the drive of the clutch IO is temporarily stopped.

In the next step 704 in FIG. 12, intermittent opening control of the duty solenoid valve 38 is started as shown in FIG. 13.

Further, in step 706, the throttle opening is increased nAtt.
'++ is started. As a result, the clutch 10 is gradually driven in the engaging direction as shown in FIG.

Furthermore, when it is confirmed in step 708 that the clutch 10 is completely engaged, the duty ratio of the drive current l18 is set to 0%, and the driving of the clutch 10 in the engagement direction is stopped.

If it is determined in step 710 that the throttle opening corresponds to the accelerator depression, the process returns to step 514 in FIG. 10, and after confirming that there is no command to stop the device, the process returns to step 500. return.

In view of the above, the device of this embodiment can operate in the same manner as a fully automatic transmission or a semi-automatic transmission.

Next, a more specific operation of the apparatus of this embodiment will be explained.

In FIG. 14, the presence or absence of an internal clutch operation command or clutch operation command 122 is first checked (step 80).
0), when it is determined that the internal clutch operation command has been generated or the clutch operation command 122 has been input, the process shown in the flowchart in FIG. 15 is performed and the clutch 10 is driven to disengage (A).

Furthermore, when it is determined that these commands have not been generated or input, it is checked whether the gear is in the neutral position (step 802), and when r11 is determined that the gear is in the neutral position, the gear is in the neutral position. - The edge 10 is driven to cut off.

At this time, if the gear is not in the neutral position and 111 is added, it is checked whether the throttle opening is zero (step 804).

When it is determined that the throttle opening is zero, it is checked whether the vehicle is starting (step 806).
.

In this embodiment, as understood from FIG. 16, the start flag is set when the vehicle speed exceeds 15 km/h, and is reset when the vehicle speed decreases to 15 km/h. At the time of setting, it is determined that the vehicle is starting, and at the time of setting, it is determined that the vehicle is not starting.

When it is determined in step 804 that the throttle opening is not zero, the ententre prevention flag is reset (step 808).

Then, when the process of step 80g is carried out, or when the 1'σ determination that the vehicle is starting is carried out in step 806, it is determined whether or not the brake pedal is operated (TIl) (step 810). The brake operation detection signal 97 is used for this confirmation.

At this time, when it is determined that the brake pedal has been operated, it is confirmed whether or not the engine rotation speed NE is 11000 rpm or less (step 812).
When the rotation 'lkNE is less than lOclOrpm, the clutch lO is driven to disconnect.

Further, when the brake pedal is not operated and the engine speed NE exceeds 1100 Orp, it is checked whether the vehicle speed is Ok m/h (step 814).

When the vehicle speed is Okm/h, the gear is 2nd.

It is confirmed whether the gear is in the 3rd or 4th gear (step 81B), and if the gear is in the 2nd, 3rd or 4th gear, the clutch 10 is driven to disengage.

Also, when it is determined that the gear is not in 2nd, 3rd, or 4th gear, or when the vehicle speed is determined to be OK in step 814,
17 and 18 when it is determined that it is not /h.
At step 12, the process indicated by the flowchart 1 is performed, and the clutch 1O is driven in the connecting direction.

By performing the above processing, the tree embodiment device operates as follows.

When the shift lever 70 is being operated, the shift lever 70
Even after the operation 70 is completed, if the gear is in the neutral position, the clutch 10 is set to the disconnected state 11i, and the vehicle is placed in a start standby state.

Thereafter, when the gear is shifted to the first speed position and the accelerator pedal is depressed, the clutch IO is connected and driven, and the vehicle starts.

Note that when the gear is in second, third, or fourth gear when the vehicle starts to start, the clutch 10 is driven to be disconnected, and the vehicle is prohibited from starting.

Then, by operating the shift lever 70 or automatically depending on the vehicle speed and the amount of depression of the accelerator pedal, the gear is automatically shifted up and the vehicle is accelerated, and the clutch 10 is driven to disengage and engage at each upshift.

Driving of the vehicle is started in this manner, but if a brake operation is performed during driving, engine braking is utilized.

In this example, the engine rotation aNE is looorpm
Since the cranker 0 is connected and driven when the value exceeds 100 Orp, the engine brake can be used until the engine speed Nε becomes 1100 Orp or less. Incidentally, when the engine speed I/iG N E becomes 1000 rpm or less, the clutch 10 is driven to be disconnected, so that the vehicle is decelerated only by the fund brake.

Furthermore, while the vehicle is in operation, for example, when the gear is in the 4th gear position and the vehicle is pitching, when the throttle level is zero, the engine speed NE gradually decreases until the engine stall limit speed 1a ( In this embodiment, the speed approaches 480 rpm).

If the clutch 100 is not operated at this time, the engine will stall, but in this embodiment, the engine stall is prevented by operating the clutch 10 through the following process.

In the diagram t514, it is determined that the small circle is not starting at this time (step 8.6).

When it is confirmed that the engine stall prevention flag is not set (step 818), it is confirmed whether the engine rotation speed Nε is less than the stall limit rotation speed 48 Orpm (step 820). Note that since the engine stall prevention flag is reset during acceleration of the vehicle (step 808), at this time the process normally proceeds from step 81B to step 820.

Engine rotation speed Nε is stall limit rotation speed 48Orpm
When the engine stall limit exceeds 48 Orpm, the processing from step 810 onwards is continued, but when the stall limit rotational speed reaches 48 rpm, the engine stall prevention flag is set (step 822) and the clutch 10 is driven to disconnect.

Thereafter, even if the shift lever 70 is operated, unless the accelerator pedal is depressed, the flag remains set, so the clutch 10 remains in the disconnected state.

Further, when the accelerator pedal is depressed and the throttle opening is no longer zero (step 804), the flag is re-centered, so the clutch 10 is connected and driven by the processes from step 810 onwards, and the vehicle is accelerated.

Next, flowchart 1 regarding the disconnection drive of the clutch lO.
I will explain about it.

In FIG. 15, a preparation process for learning, which will be described later, is first performed (step 824), in which various flags are set, reset control is performed, counters are cleared, and the like.

Next, a duty ratio cent flag, which will be described later, is reset (step 826), and the duty ratio of the drive current 11B to the duty electromagnetic valve 38 is set to 0% (step 828).

Through the processing of the next steps 830, 832, 834, and 836, the clutch stroke C5T falls within the range of the connected clutch stroke CHIN when the clutch 10 is in the connected position n plus 33% to 37% of the total amount of the clutch stroke C3T. Similarly, the clutch lO is driven in the five directions.

Next, a flowchart regarding connection drive of the clutch IO will be explained.

In FIG. 17, first, the on/off solenoid valve 36 is closed (step +338).

Next, the current clutch stroke C3T is the clutch 10.
T or more of the half-engaged clutch stroke at the half-engaged position of
It is checked whether there is one (step 840).

At this time, the current clutch stroke C3T is longer than the half-engaged latch stroke! When 1'C is determined, it is checked whether the duty ratio of the drive current 11B to the duty electromagnetic gong p3B has already been set (step 842).

When it is determined that the duty ratio of the drive current 118 has not been set, in FIG. 18, the duty ratio of the drive current 118 is first set to 100-% (step 844).

After 1 m5 ec from this routine, a timer for fully opening the duty solenoid valve 38 is set (step 846), and a flag used for the determination in step 842 is set (step 848).

- When it is recognized by the flag sent in step 848 that the duty ratio of the drive current 118 has been set in step 842, in FIG. 18, it is first checked whether the gear is in the first gear position. (Step 850), and check whether 4<rη of retreat (Step 85).
2) Furthermore, it is confirmed whether or not the load is 5 km/h or more (step 854).

Gear is in 1st gear, reverse position and vehicle speed is 5km/h or higher.
If the throttle opening is not 15% or more (step 856), the connecting clutch, the first stroke CMIN
11 crank stroke offset danger force 11 ecchi and that's F i'l! The clutch 10 and the clutch lO are controlled to stop when the old languose reaches 10 degrees U (step 858).

Also, the gear is in 1st gear and reverse position, and the heavy speed is 5km.
/ h or more, and the throttle opening is 15% or more (Step 856), a small second clutch stroke offset is added to the connected clutch stroke CMIN, and at that half-connected clutch stroke position. The clutch 10 is controlled to stop (step 86
0), as a result, the stop 11N+ is controlled further on the connection side than in step 858.

And the gear is 1st, not in the reverse position, and the vehicle speed is 5km.
/ h or more (step 854), a smaller third clutch stroke offset star is added to the connected clutch stroke CMIN, and the clutch 10 is controlled to stop at that half-connected clutch stroke position (
Step 862), as a result, at this time, the clutch 10 is controlled to stop at the position closest to the connection side.

The operations resulting from the above processing are summarized as follows.

That is, in FIG. 19, when the command 122 falls, 100
% duty ratio of the drive current 118 is set (timing 170), and then an output command for the drive current 118 is generated within a predetermined period (in this embodiment, within 1 m sec) (timing 172). 100% at the same time
A drive current 118 having a duty ratio of 1 is output, and the duty solenoid valve 38 is fully opened.

As a result, the clutch stroke C5T is changed from the value CMAX at the first foil of block II to f111+ at the half engagement position n.
Changes rapidly to CC.

Therefore, the clutch 10 is rapidly driven from the engaged state to the semi-engaged state.

In this embodiment, steps 850, 852.8
Through the processing of 54.856.858.860.862, the clutch 10 is temporarily stopped at the semi-engaged latch position CC according to the gear ratio, vehicle speed, and throttle opening. The control is I+J function.

When the clutch 10 is controlled to stop at the half-engaged and full stroke position (CC) in this way, a negative determination is made in step 840.

When it is confirmed that the learning control counter is reset to 1 (step 864), it is confirmed whether the duty control flag has been reset (step 866).

This flag has been reset beforehand and this. Therefore, it is then checked whether the clutch stroke C5T is less than (flcMIN+6%) (step 868).

At this time, since the clutch 10 is in a half-engaged state, a negative determination is made and the process proceeds to step 870.

This step 870 outputs a drive current 118 with a duty ratio corresponding to the amount of accelerator depression. As a result, as shown in Fig. 20, the clutch stroke C3T
gradually decreases, that is, the clutch 10 is gradually driven in the engagement direction.

As a result of the clutch lO being driven in the engagement direction, an affirmative determination is made in step 868.

When this determination is made, the duty ratio of the drive current 118 to the duty electromagnetic valve 38 is set to 0%, and the drive of the clutch 10 is temporarily stopped.Then, the duty control flag is set (step 874), and the step Processing below 868 is prohibited.

Finally, various counters, flags, etc. are set and reset, and a connection clutch stroke learning preparation process is performed (step 876).

When the process in step 876 is completed, a negative determination is made in step 864 by the learning control counter setting process performed in step 874, and then in step 878, the duty voltage valve 38 is It is fully opened for one second (step 878), and the end of this period is detected when the count value of the learning control counter becomes O.

This stabilizes the connected state of clutch IO and suppresses fluctuations in clutch stroke C3T.

When the clutch stroke C3T is stabilized in this way, the connected clutch stroke CMIN at that time is learned in the next step 880.

In this embodiment, the clutch stroke C3 at that time
T is read 64 times and the average value is learned as the engagement clutch stroke CKIN.

Furthermore, when a clutch disengagement request occurs during this learning,
In cases such as when the idle speed fluctuates due to turning on and off the air conditioner, learning itself is stopped or abnormal values are eliminated.

In addition, in this embodiment, the connected clutch stroke CM
An initial value of IN is prepared in advance, and this value is used only in the first connection control.

This learning is performed each time the clutch 10 is engaged, and the learned value is updated each time the learning is performed and used in the next engagement control.

When the process of step 880 is completed, step 87
8, the count value of the learning ffjJ i counter is already 0.
Therefore, in step 864, a constant determination is made. Also, since the flag has already been set in step 874, a negative determination is made in step 866, and therefore, when learning is completed, step 882 returns to step 882.
(Then, the duty electromagnetic ff, 38 is closed.6) As explained above, according to this embodiment, the clutch operation is automatically performed by the engine control circuit, so the effort required to change the gear ratio is reduced. This can significantly reduce the burden on the driver.

In addition, in devices that use centrifugal clutches, friction clutches, and one-way clutches, the double friction launch is driven by air pressure, and the effective transmission of engine output is achieved until the rotation speed reaches which the centrifugal clutch is fully engaged. In contrast, with this device, the clutch is driven by one stone pressure, so the responsiveness and accuracy of the crank control is extremely high.
Furthermore, since a friction clutch can be used, effective transmission of engine output is possible regardless of lp1 rotation speed and engine output, and large power transmission is also possible.

Since most of the members used in the manual 1-transmission can be used in this device, the structure is simple and cost-effective, and miniaturization is easy.

Furthermore, the wood-covered side does not have a fluid coupler in the power transmission path that generates torque loss due to slippage, unlike devices that combine a clutch and fluid coupler, making it possible to efficiently transmit engine output to the transmission. It is.

In addition, when the gear ratio is changed, the clutch is rapidly driven in the engagement direction from the disengaged state to the half-engaged state, which prevents the vehicle from running idly during that time.This makes it possible to effectively utilize engine output when starting or accelerating the vehicle. Therefore, quick start and acceleration are possible.

Since the clutch is gradually driven from the half-engaged position to the engaged position, it is possible to engage the clutch without engaging it.

Furthermore, the engagement clutch stroke at the clutch engagement position is learned, and a predetermined clutch stroke is added to the learned value to determine the half engagement clutch stroke at the clutch half engagement position, and the clutch engagement control is performed using the ffi. Therefore, even if the half-joint position changes due to wear of the clutch, variations in various parts, etc., it is possible to control the connection of the foil in a constant manner.

[Effects of the Invention] As explained above, according to the present invention, the clutch is automatically operated by hydraulic pressure, so that the labor required for the clutch operation can be significantly reduced.

Further, according to the present invention, an accurate half-engaged clutch stroke at a half-engaged position is obtained by adding a predetermined clutch stroke to the engaged clutch stroke at the engaged position of the clutch, and this is used to perform clutch engagement control. Even if the clutch is worn out or there are variations in parts, it is possible to maintain a stable and constant latch engagement, and therefore good launch connection control is possible.

[Brief explanation of drawings]

FIG. 1 is a block configuration diagram of a preferred embodiment of the clutch drive control Jj device according to the present invention, FIG. An explanatory diagram of the circuit configuration of the generation circuit 64,
4 and 5 are explanatory diagrams of the operation of the Clara operation command generation circuit 64 in diagram t52, FIG. 6 is an explanatory diagram of the configuration of the engine control circuit 42 in diagram 1, and FIG. 7 is an illustration of the actuator 60 and throttle in diagram t51. An explanatory diagram of the configuration of a throttle body assembly composed of a body 50 and a throttle opening detector 52, FIG. 8 is an explanatory diagram of the MpI configuration of the reducer 4R115 in FIG. 7, and FIG. 9 is an a-me control of the slow and torque valve 62. Functional block diagram explaining operation,
FIG. 10, FIG. 11, and FIG. 12 are flowcharts for the Craft control of the engine control circuit 42 in the t51 diagram;
FIG. 13 is a timing chart diagram for explaining clutch connection control operation, and FIG. 14 is a timing chart diagram for explaining clutch connection control operation. FIG. 15 is a flowchart for clutch 111+1ill of engine control circuit 42 in t51 diagram, tfS
The lO diagram is an explanatory diagram of the start flag setting and reset characteristics,
17 and 18 are flowcharts for clutch control of the engine control circuit 42 in FIG. 10th: Clutch, 20: Craft release fork, 221: Clutch release cylinder, 24th: Clutch hydraulic drive device, 26: Hydraulic circuit for disconnection drive, 28: Hydraulic circuit for connection drive, 38 - Duty control valve, 42φ... Engine control circuit, 44... Position detector, 46... Shift position detector, 54... e Vehicle speed detector, 64... Clutch operation command generation circuit. Agent Atsushi Nakajima Fig. 2 6B Fig. 3 Fig. 4 Fig. 5-320- Fig. 6 Fig. 7 Fig. 62 Fig. 8 et al. 0 Fig. 9 Fig. 10 Fig. 11 Fig. 13';

Claims (1)

[Claims] (1) A clutch hydraulic drive device including a hydraulic circuit for disconnecting and driving the clutch and a hydraulic circuit for connecting drive, and a hydraulic control valve provided in at least the hydraulic circuit for connecting drive, and position detection for detecting clutch stroke. F nil 11
B circuit, the valve control circuit detects the engaged clutch stroke at the clutch engaged position by position detection 4 (No. 7), adds a predetermined clutch stroke to the coupled clutch stroke, and detects the half engaged clutch at the clutch half engaged position The hydraulic control valve t is controlled to open based on the stroke of the half-engaged clutch, and the clutch hydraulic drive device rapidly moves from the cutoff position to the half-engaged position by controlling the hydraulic control valve to open. . A clutch drive control device, characterized in that the clutch is gradually driven in the connecting direction from the semi-engaged position to the engaged position.