JPS63152731A - Clutch control device for vehicle - Google Patents

Abstract

PURPOSE:To simplify construction of a control system and to improve the layout characteristic of a device when it is mounted on a vehicle, by selectively performing a control of connecting and disconnecting a clutch through a single ma//ster cylinder used in common for a main control system and subcontrol system. CONSTITUTION:A release cylinder 12 is connected to a master cylinder 13 equipped with the first piston, whose action is controlled by a main control system operated being associated with a clutch pedal 7, and the second piston whose action is controlled by a subcontrol system operated being associated with the action of the first actuator 4. And the release cylinder 12 is left as set so as to operate corresponding respectively to actions of the above described first and second pistons of the master cylinder 13. In this way, miniaturization of a device is promoted by simplifying construction of the control system.

Description

[Detailed description of the invention] (Industrial application field) The present invention relates to a clutch control device for a vehicle.

(Prior art) In recent years, automobile drive systems have been constructed with a compact structure and have multiple gear stages, and from the viewpoint of improving acceleration performance or engine fuel efficiency, three to five gear stages have been developed. The main transmission has two high range and low range
There is a tendency for a transmission with an auxiliary transmission in which six gears are combined and an auxiliary transmission (for example, see Japanese Patent Laid-Open No. 73251/1983) to be used frequently.

By the way, when switching the auxiliary transmission, it is necessary to temporarily disconnect the drive shaft on the engine side and the human power shaft on the transmission side using the clutch, similar to when switching the main transmission. If the configuration is such that the driver manually performs both the switching operation between the auxiliary transmission and the main transmission, as well as the engagement and disengagement of the clutch when switching between these transmissions, the operation becomes extremely complicated. As a result, operability deteriorates. For this reason, conventionally, as disclosed in the above-mentioned known example, the driver has been required to perform only the switching operation of the main transmission and the related clutch engagement/disengagement directly by using the shift lever.
The switching operation of the auxiliary transmission and the accompanying clutch engagement/disengagement are automatically performed via an appropriate actuator by operating a select switch provided on the shift lever. I have to. In other words, the clutch is selectively operated by two mutually independent operating systems: the main operating system that uses the depression force of the clutch pedal, and the auxiliary operating system that uses the actuator. If the main operation system and sub-operation system of a car are constructed independently of each other, the configuration of the operation system becomes complicated and large, which is disadvantageous in terms of vehicle layout. hard.

(Object of the Invention) The present invention is intended to solve the problems pointed out in the above-mentioned section of the prior art. In a vehicle clutch control device that selectively connects and disconnects depending on the system, the aim is to promote the commonality of both operating systems, thereby simplifying the structure of the operating system and improving the layout when installed in the vehicle. This is the purpose.

(Means for Achieving the Object) As a means for achieving the above object, the present invention provides a transmission mechanism in which the meshing of gears is switched by a first actuator, an input member of the transmission mechanism, and an output on the engine side. In a vehicle, the clutch release fork of a transmission is provided with a clutch that is provided between the transmission member and the output member and selectively connects and disconnects the input member and the output member by operating the clutch release fork, and the clutch release fork is actuated by a release cylinder. In the clutch control device, the operation of the release cylinder is controlled by a first piston, the operation of which is controlled by a main operation system linked to a clutch pedal, and a sub-operation system linked to the operation of the first actuator. The release cylinder is connected to a master cylinder having a second piston, and the release cylinder is configured to operate in response to the operations of the first piston and second piston of the master cylinder, respectively.

(Function) In the present invention, by the above-mentioned means, clutch engagement/disengagement can be selected by the main operating system and the auxiliary operating system via a single master cylinder that is shared by the main operating system and the auxiliary operating system. It is carried out in a regular manner.

(Embodiments) Hereinafter, preferred embodiments of the present invention will be described with reference to FIGS. 1 to 3.

FIG. 1 shows a system diagram of main parts of a drive system of an automobile equipped with a clutch control device according to an embodiment of the present invention.
In the same figure, reference numeral 1 indicates a transmission. This transmission 1 has multiple gears (for example, 3 to 5 gears)
The main transmission has a main transmission (not shown) and a sub-transmission (not shown) has two gears. This main transmission is operated directly and manually by shift lever 5.
The auxiliary transmission is indirectly switched between a low range (L), a high range (H), and a neutral range (N) by tilting the auxiliary transmission control lever 2 using an auxiliary transmission actuator 4, which will be described later. Get over it.

The sub-transmission actuator 4 corresponds to the first actuator in the claims, and is composed of an air pressure responsive diaphragm device, and the tip of the actuating rod 23 connected to the diaphragm 22 is It is coupled to the sub-transmission operating lever 2. In the neutral state where the first pressure chamber 4A and the second pressure chamber 4B are open to the atmosphere, the sub-transmission actuator 4 moves the sub-transmission operating lever 2 to the N position (neutral position). However, when pressurized air is introduced into the first pressure chamber 4A side, the auxiliary transmission control lever 2 is moved to the ■] position (high range position), and pressurized air is introduced into the second pressure chamber 4B side. When this happens, the sub-transmission control lever 2 can be set to the L position (low range position). Moreover, the first pressure chamber 4A of this sub-transmission actuator 4
Air is introduced into the second pressure chamber 4B through a first switching valve 3I having an atmosphere release boat provided in the first branch air passage 26A of the air passage 26 and an atmosphere provided in the second branch air passage 26B. This is done by appropriately opening and closing the second switching valve 32 having an open port in response to a control signal from the controller 20. Note that the state shown in FIG.
A and second pressure chambers 4B are open to the atmosphere via first switching valve 31 and second switching valve 32, respectively, and the sub-transmission actuator 4 is shown in a neutral state.

In addition, when switching between the main transmission and the auxiliary transmission, a clutch (not shown) is provided between the output member on the engine side and the input member on the transmission l side (for example, the input shaft of the main transmission). The clutch is engaged and disengaged by selectively pushing and pulling the clutch release fork 3 provided on the transmission L side by the main operation system It is done by doing.

Release cylinder! 2 is constituted by a hydraulic cylinder equipped with a piston 12a, and its oil chamber 12c is connected to an actuator master cylinder 13, which will be described later, via a first oil passage 5.

Further, the tip of the actuator 12b attached to this piston 12a is brought into abutting engagement with the clutch release fork 3, and the operation of the piston 12a causes the clutch release fork 3 to move in the connecting/disengaging direction via the actuator +2b. It is designed so that it can be tilted as appropriate. Note that this clutch 3 is always tilted and biased in the clutch contact direction by a biasing means (not shown).

The actuator master cylinder 13 corresponds to the master cylinder in the claims, and has a first piston 54 and a second piston 55 arranged one behind the other in the cylinder tube 53 and axially oriented with respect to each other. A first oil chamber 56 is provided between the first piston 54 and the end surface 53a of the cylinder tube 53.
However, a second oil chamber 57 is formed between the first piston 54 and the second piston 55, respectively. Of these two oil chambers 56, 57, the first oil chamber 56
is the first oil passage 5 above! Through the above release cylinder 1
2 oil chamber 12c, and the second oil chamber 57 is connected to the second oil passage 5.
2 to an oil chamber 11a of a clutch pedal master cylinder 11 which is interlocked with the clutch pedal 7.

Further, a clutch actuator 8, which will be described later, is attached to the end of the actuator master cylinder 13 on the second piston 55 side.

This clutch actuator 8 corresponds to the second actuator in the claims, and is composed of an air pressure-responsive diaphragm device like the auxiliary transmission actuator 4, and is An actuator 8a is attached to the diaphragm 9. This clutch actuator 8 is assembled to the actuator master cylinder 13 side with the tip of its actuator 8a connected to the outer end surface of the second piston 55 of the actuator master cylinder 3. , its pressure chamber 8
By introducing and injecting pressurized air into and out of A, the actuator 8a can slide and displace the second piston 55 of the actuator master cylinder 13 in the axial direction.

If the actuator master cylinder 13 is configured in this way, for example, when the clutch pedal 7 is depressed,
High-pressure hydraulic oil is introduced from the clutch pedal master cylinder 11 into the second oil chamber 57 of the actuator master cylinder 13 via the second oil passage 52, and the first piston 54 is introduced into the first oil chamber 56. the first oil chamber 56
Hydraulic oil inside the release cylinder via the first oil passage 51! The oil is introduced into the second oil chamber 12c. Therefore, the piston 12
The actuator 12b protrudes together with the clutch release fork 3, and the clutch release fork 3 is tilted and displaced in the direction of clutch disengagement, thereby disengaging the clutch.

On the other hand, as will be described later, in connection with the operation of the sub-transmission actuator 4, the clutch actuator 8
When air is introduced into the pressure chamber 8A and the actuator 8a is caused to project and displace integrally with the diaphragm 9, the second piston 55 and the first piston 54 of the actuator master cylinder 13 are moved by the actuator 8a. The release cylinder 12 is displaced toward the first oil chamber 56 in a mutually abutting and integrated state, and the release cylinder 12 is
Then, the cutting operation of the clutch release fork 3 is performed.

That is, in this embodiment, the clutch pedal master cylinder 11 and the actuator master cylinder 13 constitute the main operating system X in the claims, and the clutch actuator 8 and the actuator master cylinder 13 constitute the main operation system The sub-operation systems Y within the range are configured respectively.

In FIG. 1, reference numeral 16 is a reserve tank for replenishing hydraulic oil.

On the other hand, the operation of the clutch actuator 8 is controlled by two branch air passages 25A of the air passage 25.

This is done by appropriately switching three switching valves 33, 34, and 35 provided in 25B. That is, the first branch air passage 25A has a third switching valve 33 with an atmosphere opening boat.
However, the second branch air passage 25B is provided with two switching valves: a fourth switching valve 34 having a passage opening/closing function and a fifth switching valve 35 having an atmosphere opening boat. Regarding the control mode of each switching valve 35, first, when operating the clutch, it is necessary to perform the disconnection operation as quickly as possible, so all three switching valves 33, 34, 35 are set to the open position, and the first Pressurized air is introduced into the pressure chamber 8A side of the clutch actuator 8 from both the branch air passage 25A and the second branch air passage 25B, and the actuator 8a of the clutch actuator 8 is quickly moved in the direction of arrow n. .

On the other hand, when operating the clutch, the operating speed is set to 2.
It can be set in stages. That is, when the engine speed (i.e., vehicle speed) is high (in this embodiment, this is detected by whether or not the accelerator pedal 6 is depressed as described later), it is necessary to quickly connect the clutch. In this case, the third switching valve 33 and the fifth switching valve 35 are set to the atmosphere-opening boat side, and at the same time, the fourth switching valve 34 is set to the open position, and the pressure chamber 8A of the clutch actuator 8 is air is quickly discharged from both a first branch air passage 25A and a second branch air passage 25B in a short time. On the other hand, when the engine speed (vehicle speed) is low, it is necessary to connect the clutch relatively slowly to soften the engagement.
Therefore, in this case, the fourth switching valve 34 is set to the closed position, and the pressure chamber 8 of the clutch actuator 8 is
The air in A is discharged relatively slowly only from the first branch air passage 25A side.

The three switching valves 33, 34, 35 on the side of the sub-operation system Y and the two switching valves 31, 32 provided on the side of the sub-transmission actuator 4 are each composed of electromagnetic valves, and all their operations are They are controlled in relation to each other based on control signals from the controller 20. That is, when the auxiliary transmission actuator 4 is operated (that is, when the auxiliary transmission is switched), the auxiliary transmission actuator 4 side switching valve 31 and the second switching valve 32 operate. The three switching valves 33, 34, and 35 on the Y side of the operating system are operated in an appropriate manner in conjunction with each other, and the clutch is connected and disconnected via the clutch actuator 8.

In FIG. 1, reference numeral 41 is a side collision select switch provided on the shift lever 5 to set the range of the auxiliary transmission; 1-■ (high range), neutral (N),
It has three ranges: L (low range). Further, reference numeral 42 is an accelerator switch attached to the accelerator pedal 6, and reference numeral 43 is a clutch switch attached to the clutch pedal 7, which detects the clutch engagement/disengagement state by the main operating system X. Furthermore, reference numeral 44 detects the actual shift range of the auxiliary transmission, and three ranges, H, N, and L, are detected depending on the tilted position of the auxiliary transmission operating lever 2. Further, reference numeral 45 is an I speed switch that detects that the main transmission is set to the first speed position, and reference numeral 46 is an oil temperature switch that detects the temperature of lubricating oil in the transmission engine I.

Further, reference numeral 47 indicates the actuator master cylinder 1.
3, and this clutch detect switch 47 detects the presence or absence of a clutch switching operation by the sub-operation system Y by directly detecting the movement of the first piston 54 of the actuator master cylinder 13. do. Further, numerals 48 and 49 are pressure switches respectively provided in the air tank 17,
Starting and stopping of the motor I9 that drives the air pump 18 is controlled based on the air pressure detected by the pressure switches 48 and 49.

The detection signals of these switches 41 to 49 are respectively input to the controller 20 as drive system control signals.
Among these, the detection signals of the opening select switch 41, clutch switch 43, side collision detection switch 44, and clutch detect switch 47 are used as control signals for the clutch actuator 8, as will be described later, and the detection signals of the accelerator switch 42 are used as control signals for the clutch actuator 8, as will be described later. As described above, each of these signals is used as a judgment signal for determining the connection speed when the clutch is connected.

The clutch actuator 8 is required to operate when the auxiliary transmission is operated as described above and the clutch disengagement operation is not performed by the main operation system X. In this state, each of the switches 41, 43,44.4
7 is detected in each of the six combination specifications a to "a" shown in FIG. (in other words, the auxiliary transmission is currently set to (H)), and the clutch switch 43 is currently indicating (H). is outputting an OFF signal (indicating that the clutch is connected when the foot is removed from the clutch pedal), so in this case, the main operating system It is necessary to switch off at system Y and shift the sub-transmission from (H) to (shi).

The situation is that even though the driver requested (L), the auxiliary transmission is currently set to (N) and the clutch is connected, so in this case, the auxiliary operation system is set to (N). Press Y to disengage the clutch and shift the sub-transmission from (N) to (
It is necessary to shift to L).

Aspect C is such that the auxiliary transmission operates within the range requested by the driver (
L), but if the clutch detect switch 47 is in the OFF state (i.e., the clutch is disconnected by the auxiliary operation system Y) (i.e., the auxiliary transmission's (N) or (H) ) to (L) has just been completed, and the clutch is still in a disengaged state).

Therefore, in this case, it is necessary to operate the clutch actuator 8 to the clutch connection side to connect the clutch.

Note that modes d to f are modes when the driver issues a request for (H), and their states are similar to the above modes a'' to c, so their explanation will be omitted.

Next, the operation control of the sub-transmission by the sub-operation system Y will be explained with reference to the control flowchart shown in FIG.
Step 514) is the flow in mode d to mode ``of shifting the auxiliary transmission from (L) to (H) among the modes shown in FIG. 3, and the right half flow (step S11 step 814 to step 525) is Sub-transmission (■1)→(
L) Flows in modes a to bad modes shifting to L). Therefore, only the left half of the flow will be explained here, and the explanation of the right half of the flow will be omitted.

First, it is determined which shift range the driver requests (step S1). In this case, the opening select switch 41 is set to (1-1) as described above, and the driver requests (tI).

Next, in step S2, it is determined which range the auxiliary transmission is currently set to, and whether or not a shift is necessary is determined. Since the transmission has not been shifted to (I) and needs to be shifted (i.e., the state of mode d), the flow shifts to the shift side from step 83 onwards, and conversely, the side collision detection switch is set to a position other than (L). , that is, in the case of (4) or (N), the flow shifts to step S8.

If it is determined in step S2 that the auxiliary transmission remains in (L), instead of immediately performing a shift operation from (L) to (H), as a preliminary step, the auxiliary fluid detect switch 4 Check whether it is working properly. That is, in step S3, it is determined whether the sub-liquid detect switch 44 is outputting (H),
If H) is output, it is determined that the attitude detect switch 44 is malfunctioning, and a predetermined warning operation is performed.

On the other hand, if the side liquid detection switch 44 is outputting (L), it is determined that this side collision detection switch 44 is operating normally, and the process moves to the following step. As mentioned above, the driver has requested (H), but the auxiliary transmission is still set to (L) and it is necessary to perform a shift operation immediately.
Therefore, it is necessary to disengage the clutch. However, this clutch disengagement operation may be performed manually directly by operating the clutch pedal 7 of the main operation system X, or may be performed indirectly by the sub-operation system Y. Determine whether or not the operating system is operating.

As a result of the determination in step S4, if the clutch pedal 7 is not released, that is, if the main operating system If it has already been turned off, it means that it is ready for shifting, so actuate the sub-transmission actuator 4 immediately to shift the sub-transmission from (L) to (H).
) (step S6). On the other hand, if the clutch is still in the connected state, it is determined that the clutch disengagement operation is currently in progress, control is waited until the clutch disengagement is completed (step S7), and the clutch disengagement is completed. At this point, a shift from (L) to (H) is performed (step S6). ' On the other hand, if it is determined in step S4 that the clutch pedal 7 is released and the main operating system ), it is determined by the sub-operation system Y whether the clutch is actually disengaged (step S5).

As a result of the determination, if the clutch is in the disengaged state, it is determined that the shift operation is possible, and the sub-transmission actuator 4 is actuated to shift the sub-transmission from (L) to (I]) (step S6). On the other hand, step S5
If it is determined that the clutch has not been disengaged yet, first actuate the clutch actuator 8 to disengage the clutch (step 514), and then perform a shift operation from (L) to (■()). Step S6).

On the other hand, in step S2, the sub-liquid detect switch is set to (L).
If it is determined that the sub-liquid detect switch is not in the (H) position, the shift operation has already been completed (
That is, mode r) and a state where the auxiliary fluid detect switch is in (N) and the auxiliary transmission is not yet shifted to (H) and is not zero (
Two cases of aspect e) are possible.

First, in step S8, if it is determined that the sub-liquid detect switch 44 is not (Il), that is, (N)
If it is determined that the clutch is disengaged, it is immediately determined whether the clutch is disengaged (step S5), and if the clutch is disengaged, a shift operation from (L) to (II) is immediately performed (step S6). , if the clutch is not yet disengaged, actuate the clutch actuator 8 to disengage the clutch (step 514), and then (L).
→ Perform the shift operation (H) (step S6).

On the other hand, if it is determined in step S8 that the side collision detection switch 44 is in (I()), the shift operation of the auxiliary transmission has already been completed, so it is determined whether the clutch is engaged or not. do.

That is, it is determined in step S9 whether the clutch pedal 7 is released, and if the clutch pedal 7 is released (that is, at least the main operating system X is in the clutch connected state), the sub operating system Y Since there is a possibility that the clutch is disengaged, it is determined in step SIO whether the clutch is actually disengaged.

If the result of the judgment is that the clutch is disengaged, the clutch will be engaged, but in that case, it is necessary to select the clutch engagement speed according to the vehicle speed.
In step Sll, it is determined whether or not the accelerator pedal 6 is released, and if the accelerator pedal 6 is released, that is, when traveling at low speed, the fourth switching valve 34
is set to the closed position and the clutch is slowly engaged (step 512). On the other hand, when the accelerator pedal 6 is not released, that is, when the vehicle is traveling at high speed, the fourth switching valve 34 is set to the open position and the clutch is quickly connected (step 513).

On the other hand, in step SIO, if it is determined that the clutch is connected, the auxiliary transmission (L) to (H)
) is determined to have been completed, and preparations are made for the next shift operation.

Further, if it is determined in step S9 that the clutch pedal is not released, since the clutch engagement operation by the main operation system X is currently the amount of progress, no special control is performed and the next shift is Prepare for operation.

The clutch detect switch 47 is for detecting the presence or absence of operation of the sub-operation system Y as described above. Conventionally, the clutch detect switch 47 is generally arranged at a position near the clutch release fork 3, and the clutch detect switch 47 is disposed near the clutch release fork 3. It was configured to detect whether or not the sub-operation system Y is operating by directly detecting the displacement of the release fork 3. However, when the displacement of the clutch release fork 3 is directly detected in this way, during long-term use, the actuators 12a, 1 of the clutch release fork 3 and each of the release cylinders l2, 14 that come into contact with it.
4a, the tilting angle of the clutch release fork 3 will gradually change, and there is a concern that the detection accuracy of the clutch detect switch 47 will deteriorate.

However, in this embodiment, the clutch detect switch 47 is provided in the actuator master cylinder 13 to detect whether or not the sub-operation system is operated from one movement of the piston 13a. There is an advantage that the change in the amount of displacement over time is smaller than that of the structure of the conventional example described above, and that the presence or absence of operation of the sub-operation system can be detected more accurately.

(Effects of the Invention) A clutch control device for a vehicle according to the present invention is provided between a transmission mechanism in which gear engagement is switched by a first actuator, an input member of the transmission mechanism, and an output member on the engine side. In a clutch control device for a vehicle, the clutch release fork of a transmission is equipped with a clutch that selectively connects and disconnects the input member and the output member by operating the clutch release fork, and the clutch control device is configured to operate the clutch release fork by a release cylinder. The cylinder includes a first piston whose operation is controlled by a main operation system linked to a clutch pedal, and a second piston whose operation is controlled by a sub-operation system linked to the operation of the first actuator. The release cylinder is connected to a master cylinder, and the release cylinder is configured to operate in response to the operations of the first piston and the second piston of the master cylinder, respectively.

Therefore, according to the vehicle clutch control device of the present invention, the release cylinder for operating the clutch release fork can be selectively controlled by the main operation system and the sub-operation system that have a common master cylinder. Therefore, the structure of the operating system is simplified compared to, for example, the case where the main operating system and the sub-operating system are mutually independent mechanisms, and the layout of the device is improved due to the miniaturization of the device. is obtained.

[Brief explanation of the drawing]

FIG. 1 is a system diagram of main parts of a drive system of an automobile equipped with a clutch control device according to an embodiment of the present invention, and FIG. 2 is an operation control flowchart of the clutch control device shown in FIG. 1.
FIG. 3 is a diagram showing a combination of switches when the second actuator of the clutch control device shown in FIG. 1 is activated. l... Transmission 2... Sub-transmission operating lever 3... Clutch release fork 4... Sub-transmission actuator (first actuator) 5... Shift lever 6... Accelerator pedal 7... Clutch pedal 8... Clutch actuator (second actuator)! l...Master cylinder 12 for clutch pedal...
...First release cylinder 13...Actuator master cylinder 14...
... Second release cylinder 16 ... Hydraulic oil reserve tanks 31 to 35 ... Selector valve 41 ... Attitude select switch 42 ... Accelerator switch 43 ... Clutch switch 44 ...・Sub-transmission detect switch 45...L speed switch 46...Oil temperature switch 47.48...Pressure switch/Nidron transmission mission 2: GL gear shift fi shooting lever 3: Clutch release fork t: Sub-shift Machine actuator (first actuator) S: Shift lever O: Accelerator pedal 7: Clutch pedal! r: Clutch actuator (second actuator) //: Clutch pedal master cylinder /2:
First release cylinder/3: Actuator master cylinder/l:
2nd release cylinder/6: Hydraulic oil reserve tank 37-35: Selector valve t/: Side impact select switch! : Accelerator switch tt3 : Clutch switch tt = Sub-liquid detection switch It! ；；／Speed switch ２Oil temperature switch

Claims (1)

[Claims] 1. A transmission mechanism in which the meshing of gears is switched by a first actuator, and a transmission mechanism provided between an input member of the transmission mechanism and an output member on the engine side, and selectively switching between the input member and the output by operating a clutch release fork. Connecting with parts
A clutch control device for a vehicle in which the clutch release fork of a transmission equipped with a clutch that disengages is actuated by a release cylinder, the actuation of the release cylinder being controlled by a main operating system linked to a clutch pedal. the first piston of the master cylinder, and a second piston whose operation is controlled by a sub-operation system linked to the operation of the first actuator; A clutch control device for a vehicle, characterized in that it is configured to be activated in response to the activation of the second piston.