JPS63251334A - Clutch control device - Google Patents

Abstract

PURPOSE:To make it possible to completely engage a clutch without producing a mechanical shock, by carrying out such manipulation that the clutch is completely engaged with a predetermined delay after the slip rate of the clutch comes to be zero. CONSTITUTION:A clutch device 4 is composed of a friction clutch 41 disposed between the output shaft 3 of an internal combustion engine 2 and the input shaft 6 of a transmission 5, and a drive unit 42 for driving the above-mentioned clutch 41. The control of engagement of the clutch is carried out so that a second solenoid valve 50 is completely opened after a driven plate 52 is moved in the clutch turn-on direction at a predetermined speed in a condition (b) in which the slip rate of the friction clutch becomes zero, and therefore the position (c) is appropriately set so as to completely engage the clutch device 4, thereby it is possible to automatically and smoothly engage the clutch device 4 without mechanical shock.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a clutch control device, and more specifically, to a clutch control device that can smoothly connect a clutch.

(Prior art) For example, in order to enable smooth automatic engagement of a vehicle clutch, a detection section is provided to detect the slip rate of the clutch, and when the clutch is engaged, the slip rate becomes zero. There is a known device capable of removing the mechanical shock that occurs when the clutch is engaged by fully engaging the clutch in response to this problem (Japanese Patent Application Laid-Open No. 146722/1983).

(Problem to be solved by the invention) However, when the clutch is engaged, its slip rate always fluctuates, and even if it is detected that the clutch slip rate has become zero, the change in road load 1 The state of zero slip rate may change due to changes in engine speed, etc.

Therefore, even if it is detected that the slip ratio of the clutch has become zero, the state of the slip ratio of zero is extremely unstable. However, with conventional devices that completely engage the clutch in such a state, it is not possible to completely eliminate the shock that occurs when the clutch is engaged.

Therefore, it is an object of the present invention to provide a clutch control device that can automatically completely engage the clutch without causing a mechanical shock when the clutch is engaged.

(Means for Solving the Problems) A feature of the present invention for achieving the above object is that in a clutch control device for controlling connection of a clutch device,
a first supplying a signal to the clutch device for causing the clutch device to perform a connecting operation in response to an external signal;
means for detecting that the slip rate of the clutch device has become zero; and detecting means for detecting that the slip rate of the clutch device has become zero; and a second means for outputting a signal necessary for complete connection.

(Operation) When an external signal requesting connection of the clutch device is input to the first means, a signal for causing the clutch device to engage is outputted, and this signal is applied to the clutch device. It will be done. As a result, the clutch device starts to engage, and the slip rate of the clutch device decreases.

When the slip rate of the clutch device becomes zero, the detection means detects this, and the second means is activated in response to the output of the detection means. As a result, even after the slip rate of the clutch device reaches zero, the engagement operation is continued by the signal from the first means, and the complete engagement operation of the clutch device after a predetermined delay is prevented from causing mechanical shock. is executed.

(Example) Hereinafter, an example of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a block diagram showing the structure of an embodiment of a vehicle control device equipped with a clutch control device according to the invention. Vehicle...The control device 1 controls the connection/disconnection of a clutch device 4 connected to the output shaft 3 of an internal combustion engine 2 for driving a vehicle (not shown), and controls the connection/disconnection of a clutch device 4 to the output shaft 3 via the clutch device 4. This is a device for automatically controlling the speed change of the connected gear type transmission 5 according to the driving conditions of the vehicle.

The clutch device 4 includes a friction clutch 4J disposed between the output shaft 3 of the internal combustion engine 2 and the input shaft 6 of the transmission 5;
It consists of a drive unit 42 that drives this friction type clutch 41.

The drive unit 42 has an actuator 45 that includes a piston 44 housed within a cylinder tube 43, and the piston 44 is configured by a spring 4 provided within the cylinder tube 43.
6 is spring-biased in the direction of arrow A. Pressurized air can be supplied as pressurized fluid into the chamber 47 in the cylinder tube 43 from a pressure source 49 via a first electromagnetic valve 48 , and the chamber 47 is brought to atmospheric pressure via a second electromagnetic valve 50 . It is structured so that it can be opened.

Therefore, when the first solenoid valve 48 is opened and the second solenoid valve 50 is closed, the pressure inside the chamber 47 increases and the piston 44
moves in the opposite direction to arrow A. The operating rod 51 fixed to the piston 44 is connected to the release lever 53 connected to the passive plate 52 of the friction type clutch 41 as shown, so that the piston 44 moves in the direction opposite to arrow A. By doing so, the friction type clutch 41 can be brought into a disengaged state. On the other hand, when the second solenoid valve 50 is opened, the pressure in the chamber 47 decreases and approaches atmospheric pressure, and the piston 44 is pushed back in the direction of arrow A in FIG. 1 by the spring 46, connecting the friction clutch 41. It can be a state. The first and second solenoid valves 48 and 50 receive first and second control signals C3 from the clutch control unit 7, which will be described later.
Opening and closing are controlled by I and C3l, respectively.

The clutch control unit 7 includes a first speed sensor 8 provided on the output shaft 3 to detect the rotation speed of the output shaft 3, that is, the input rotation speed of the friction type clutch 41.
A speed signal N1, a second speed signal N2 from a second speed sensor 9 that is provided on a countershaft (not shown) in the transmission 5 and detects a speed related to the output rotational speed of the friction type clutch 41. A clutch position signal CP from a position detector 10 connected to a release lever 53 is input to detect the position of a passive plate 52 of a friction type clutch 41, and a clutch control signal from a speed control unit 11, which will be described later. The first or second control signal cs4.cs4.cs4.cs4.cs4.cs4. cs2 is output.

In addition to the first speed signal N1, the speed change control unit 11 also receives a first speed signal N1.
A gear position signal GP from the position sensor 12 for detecting the gear position of the transmission 5, a select signal SL output from the selector 13 and indicating the selected position, and an accelerator signal from the accelerator sensor 15 for detecting the operation amount of the accelerator pedal 14. Signal AC is input. Based on these input signals, the shift control unit 11 outputs a clutch control signal CC, and also outputs a shift control signal GC for operating the transmission 5 to bring the transmission 5 into a desired shift state. In addition to being supplied to the actuator unit 16, a control signal EC is supplied to the engine control device 17 for controlling the engine so as to prevent the internal combustion engine 2 from racing up when the friction type clutch 41 is disengaged.

FIG. 2 shows a detailed block diagram of the clutch control unit 7 shown in FIG. 1. The clutch control unit 7 receives a clutch control signal C from the shift control unit 11.
The drive signal generating section 71 outputs a pair of control signals for engaging and disengaging the clutch device 4 based on the clutch position signal CP, the gear position signal GP, and the accelerator signal AC in response to the clutch position signal GP. The output line 71a of the drive signal generator 71 is connected to the output terminal 81, and the output line 71a is connected to the output terminal 81.
A signal from the terminal 81 is output as a first control signal CSj. The first solenoid valve 48 driven by the first control signal C8 is a normally closed solenoid valve, and therefore,
It is in the open state only when the level of the first control signal C8 is "H". The other output line 71b of the drive signal generator 71 is connected to the output terminal 82 via the stump switch 72.73.
A second control signal C82 is output from. Second control signal C
The second solenoid valve 50 driven by the second control signal C3z is also a normally closed solenoid valve, so the second solenoid valve 50 is also opened only when the level of the second control signal C3z is rHJ.

The switch 72 receives the drive signal DS from the output line 71b of the drive signal generator 71 or the output ml of the pulse oscillator 74.
4 Pulse signal P with a constant duty ratio output from a
This is a switch for selecting either one of S, and the switching thereof is controlled by a detection signal DT from a detector 75.

The detector 75 receives first and second speed signals N, , N.

In response to this, it is detected that the slip rate of the friction type clutch 41 has become zero, and a detection signal DT having a level corresponding to the detection result is output. In the illustrated embodiment, when the slip rate is not zero, the level of the detection signal DT is "L", and the switch 72 is in the switching state shown by the solid line; on the other hand, when the slip rate is zero, the detection signal DT is The level of signal DT is “H”
”, and the switch 72 is placed in the switching state shown by the dotted line.

The output line 72a from the switch 72 is connected to another switch 73, and the switch 73 causes the output line 72a to
Either the signal output to the terminal 82 or the predetermined constant bell voltage +V is selected, and the selected signal is output to the second terminal 82.
The configuration is such that it is given as a control signal C32. Switching control of switch 73 is performed by comparison output signal CM from comparator 76. The comparator 76 compares the level of the clutch position signal CP with a reference voltage Er that is equal to the level of the clutch position signal CP when the passive plate 52 is at a predetermined position, and outputs the comparison result. The signal shown is output as the comparison output signal CM. In the illustrated embodiment, when the passive plate 52 is located in the clutch-off direction from the predetermined position, the level of the comparison output signal CM is rLJ, the switch 73 is in the switching state shown by the solid line, and the output The signal on line 72a is output via terminal 82 as second control signal C32.

On the other hand, when the passive plate 52 reaches the predetermined position or is located in the clutch-on direction, the level of the comparison output signal CM is rHJ, and the switch 73 is in the switching state shown by the dotted line. The constant high level voltage +V is output as the second control signal CSZ.

Next, the operation of the clutch device 4 controlled by the clutch control unit 7 will be described with reference to FIGS. 2 and 3.

The operation when the clutch device 4 is completely disconnected and in the OFF state and the clutch control signal CC commands the clutch device 4 to be connected will be described. When the friction type clutch 41 is in a completely disengaged state, the level of the first control signal CSi from the output line 71a is rHJ, and the first solenoid valve 48 is in an open state.
The level of the drive signal DS from the output line 71b is "L", and this drive signal DS is applied to the second solenoid valve 50 via the switches 72 and 73, both of which are switched to the state shown by the solid line. 2 control signal C32, and the second solenoid valve 50 is in a closed state.

In this state, when the clutch control signal CC commands the connection of the clutch device 4 at time t=tl, the first control signal C5 becomes the rLJ level state and the first
The solenoid valve 48 is closed. On the other hand, an "H" level signal is output as the drive signal DS, and the passive plate 52 moves at a relatively high speed in the clutch-on direction. Passive board 52
When the position reaches position a, the drive signal DS becomes a pulse signal with a predetermined duty ratio determined by the gear position, accelerator operation amount, etc. at that time, and the passive plate 52 is further moved in the direction of clutch ON at a relatively slow speed. do. In this way, the clutch device 4 is gradually engaged, and when the passive plate 52 reaches its position and the slip rate becomes zero,
The switch 72 is switched as shown by the dotted line by the detection signal DT from the detector 75, and instead of the drive signal DS, a pulse signal PS with a constant duty ratio set regardless of the gear position and the amount of accelerator operation is activated. 2 control signal C8
Output as 2. As a result, after the passive plate 52 passes the position, it further moves in the clutch ON direction at a speed determined by the pulse signal PS. The level of the reference voltage Er is determined to correspond to a predetermined position C depending on the clutch ON direction further than the position where the slip rate of the clutch 41 becomes zero, and therefore, the passive plate 52 of the clutch 41 is in the position When reaching C, the switch 73 is switched as shown by the dotted line by the comparison output signal CM.

A constant high voltage of 10 V is applied to the $2 solenoid valve 50 as a second control signal C52. As a result, the passive plate 52 rapidly reaches the fully ON position, and the clutch device 4 is brought into the fully ON state at time t1.

As can be seen from the above explanation, the above clutch connection ffJI
According to IH, after the passive plate 52 is further moved in the clutch ON direction at a predetermined speed in a state where the frictional clutch 41 has a zero rate (positioned state), the second electromagnetic valve 50 By appropriately setting the position C to completely open the clutch device 4 and bring the clutch device 4 into a fully connected state, the automatic connection of the clutch device 4 can be performed extremely smoothly without mechanical shock.

The present invention is not limited to the configuration shown in the above embodiments, but may be configured such that, for example, the functions of each control unit 7.11 are realized by causing a microcomputer to execute a predetermined control program.

FIG. 4 shows a block diagram of another embodiment of the present invention having such a configuration. The vehicle control device 100 shown in FIG. 4 includes a microprocessor (CPU) 10.
2. Read-only memory (ROM) 103 in which the control program is stored, random access memory (RAM)
The vehicle control device 1 is the same as the vehicle control device 1 shown in FIG. 1 except that it is configured to be program-controlled by a control unit 101 having a bus 104 and a bus 105 connecting these. Components that are the same as those in FIG. 1 are designated by the same reference numerals, and their explanations will be omitted.

Next, the control operation by the control unit 101 will be explained with reference to the flowchart of FIG.

After the control program is started, each data is read in step 110, and then, in step 111, an optimum gear position is calculated according to the operating state at that time. Next, the process proceeds to step 112, where it is determined whether or not the current gear position is the optimum gear position. If the result of the determination is YES, the process returns to step 110 and no gear change operation is performed.

If the determination result in step 112 is No, an engine control signal EC is output to set the speed governing mode so that the engine speed does not become excessive even if the clutch is turned off, and the engine control device 17 causes the engine control device 17 to change the speed governing mode. is performed (step 113). Thereafter, the process proceeds to step 114, where control is performed to open the first electromagnetic valve 48, and in step 115, it is determined whether or not the clutch 41 has become disconnected (off). If the determination result in step 115 is No, the process returns to step 114. When the clutch is turned off by the operation according to step 114 and the determination result in step 115 becomes YES,
In step 116, the first solenoid valve 48 is closed.

When the disengagement operation of the clutch 41 is completed in this way, the gear is released in step 117, and if it is confirmed in step 118 that the gear position is in the neutral state, the process proceeds to step 119, and the required Gear selection is performed to shift into a gear position.

Thereafter, if it is confirmed in step 120 that the gear has reached the neutral position corresponding to the target select position, the gear is set in step 121. If the completion of the gear setting is confirmed in step 122, control for the clutch engagement operation is then entered.

First, in step 123, the second electromagnetic valve 50 is opened, and the passive plate 52 of the clutch 41 moves in the clutch-on direction. In step 124, the position P(
It is determined whether or not the clutch position (clutch position) has exceeded position a, and only when the determination result in step 124 is YES, the process proceeds to step 125. In step 125,
It is determined whether or not the gear is in the neutral position. If the determination result is NO, the process proceeds to step 126, where the passive plate is moved at a relatively slow speed determined according to the amount of accelerator operation and the gear position. The second electromagnetic valve 50 is turned on and off in order to send the second electromagnetic valve 52 in the clutch-on direction. In the next step 127, it is determined whether the difference between the input side rotational speed Nε of the clutch 41 and its output side rotational speed Nc has become smaller than a predetermined value, that is, whether the slip rate has become almost zero. If the determination result is NO, control returns to step 126, and the determination result is Y.
If it is ES, the process advances to step 128. In step 128, the second solenoid valve 50 is turned on and off in order to further send the passive plate 52 in the clutch-on direction at a speed faster than the operating speed in step 126, and in step 129
At this point, it is determined whether the position P of the passive plate 52 has reached a predetermined position corresponding to point C shown in FIG.

If the determination result of step 129 is No, the process returns to step 128 and the passive plate 52 is fed until it reaches a predetermined position. The position of the passive plate 52 is at the predetermined position C
When the determination result in step 129 becomes YES,
The process proceeds to step 130, where the speed control mode is set to the limit speed mode, and then the second electromagnetic valve 50 is opened (step 131), and this state continues for one second (step 132). Thereafter, the second solenoid valve 50 is closed, thereby bringing the clutch device 4 into a fully connected state.

If the determination result of step 125 is YES, the process proceeds to step 134, where it is determined whether the position of passive plate 52 has reached a predetermined position corresponding to point C shown in FIG. A determination is made.

Step 13 only if the determination result is YES
Go to 0.

As can be seen from the above description, in the vehicle control device 100 shown in FIG. , the passive plate 5
2 is further sent in the clutch-on direction, and when it reaches a predetermined position C, the second solenoid valve 50 is opened for one second, and the clutch 41 is completely connected. Therefore, in this case as well, when the slip rate of the clutch 41 becomes substantially zero, the clutch 41 is fully engaged after a predetermined delay, thereby effectively preventing the occurrence of mechanical shock when the clutch is engaged. It can be suppressed.

In addition, in the above embodiment, a case has been described in which a friction type clutch is used as a clutch device, but the present invention is not limited to connection control of a friction type clutch, for example, connection control of an electromagnetic type clutch is explained. The present invention can be similarly applied to the case of controlling.

(Effects of the Invention) According to the present invention, as described above, when the clutch is automatically engaged, the clutch is engaged at a relatively slow speed even after the clutch slip rate becomes zero. , the clutch is configured to perform the operation to fully connect the clutch after a predetermined delay after the clutch slip rate reaches zero, so the clutch can be fully connected without causing any mechanical shock. It can produce excellent effects.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing an embodiment of a vehicle control device equipped with a clutch control device according to the present invention, FIG. 2 is a detailed block diagram of the clutch control unit shown in FIG. 1, and FIG.
2 is an operation diagram for explaining the operation of the clutch control unit shown in FIG. 2, FIG. 4 is a block diagram showing another embodiment of a vehicle control device equipped with the clutch control device according to the present invention, and FIG. 5 is a flowchart showing a control program executed by a microprocessor in the control unit shown in FIG. 4. FIG. 1. Zoo... Vehicle control device, 4φ skewer/clutch device, 7... Clutch control unit, 8. e. First speed sensor, 9... Second speed sensor, lO...
Position detector, 11... Speed control unit, 41
...Clutch, 42...Drive unit, 101
...Control unit, Nl...First speed signal, N2...Second speed signal, CP...Fist clutch position signal, CC...Clutch control signal, C8l...
- First control signal, C5z... second control signal.

Claims (1)

[Claims] A clutch control device for controlling connection of a clutch device, comprising: a first means for giving a signal to the clutch device for causing the clutch device to perform a connecting operation in response to an external signal; and a slip rate of the clutch device. a detection means for detecting that the clutch has become zero, and a signal necessary for fully engaging the clutch after a predetermined delay after the slip rate of the clutch becomes zero in response to the output of the detection means. A clutch control device comprising a second means for outputting an output.