JPS63251634A - Clutch controller - Google Patents

Abstract

PURPOSE:To give smooth connection to the clutch mechanism of an automobile by connecting a motor, which is controlled by an electronic controller, to a master cylinder, which supplies the pressure oil to a hydraulic, air controlling valve that controls a pneumatic actuator. CONSTITUTION:A crank shaft of an internal combustion engine 51 is connected to or disconnected from an input shaft of a gear-type speed-change-gear 53 via a clutch mechanism 52, and the rotation of an output shaft 55 is transferred to the wheels. A shaft 16 supports a clutch lever 17 to the clutch mechanism. A motor 3, which is controlled by an electronic controller, is connected to a master cylinder 11, which supplies the pressure oil to a hydraulic, air controlling valve 41 that controls a pneumatic actuator 31 driving a clutch lever 17. Accordingly, a hydraulic actuator 21 that is connected to the clutch lever 17 is operated directly by the master cylinder 11, while the pneumatic actuator 31 is operated indirectly by the master cylinder 11 via the hydraulic, air controlling valve 41. The motor 3, which gives the reciprocal motion to the master cylinder 11, is controlled by an encoder 2, according to the signals from the electronic controller.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a clutch control m+ device for an automobile.

[Prior Art] The fluid pressure circuit of the actuator connected to the clutch mechanism and the gear transmission is an electronic l! An automatic transmission controlled by IIt m@a is disclosed, for example, in Japanese Patent Laid-Open No. 59-05653. Both hydraulic pressure and pneumatic pressure can be used as a fluid pressure source for this actuator.

[Problems to be solved by the invention] In the hydraulic type, the working fluid is incompressible, so the flow I
Although I 1lilj In is easy, it also increases the cost. For large vehicles, it is advantageous to use a pneumatic unit for air brakes, but the compressibility of the working fluid makes it difficult to directly control the flow rate of the pneumatic circuit.

SUMMARY OF THE INVENTION In view of the above-mentioned problems, an object of the present invention is to provide an economical latch control device that does not require a hydraulic unit and can provide a smooth connection operation of a clutch mechanism by controlling the flow rate of oil.

Means for Solving Problem E] In order to achieve the above object, the configuration of the present invention is such that the master cylinder that supplies pressure oil to the hydraulic air control valve that controls the pneumatic actuator that drives the clutch lever has an electronic Control
It is a combination of motors controlled by an IIl device.

[Function] Hydraulic actuator 2 connected to clutch lever 17
1 is actuated directly by the master cylinder 11 and the pneumatic actuator 31 is actuated via a hydraulic pneumatic control well 41. The motor 3 for resetting the master cylinder 11 is controlled by the encoder 2 based on a signal from the t-force control device. Therefore, a hydraulic unit is not required, and smooth operation can be achieved by the oil flow control system.

[Embodiment of the Invention] As shown in FIG. 3, a crankshaft of an internal combustion engine 51 is connected to an input shaft of a gear transmission 53 via a clutch mechanism 52.
The rotation of the output shaft 55 is transmitted to the wheels.

A clutch lever 17 is supported by a shaft 16 on the clutch mechanism 52, and when this lever is rotated clockwise by a rod of an actuator A, the clutch l1111152 is disconnected, and when it is rotated counterclockwise, the clutch lever 1152 is connected. The operation of the clutch lever 17 is controlled by the stroke sensor 5.
4, and this signal is detected by the electronic 4111 described later.
1 device.

Actuator A is equipped with an air booster.

That is, the hydraulic actuator 21 and the pneumatic actuator 31 are integrally connected, and the pneumatic actuator 31 is supplied with pressurized air from an air tank 40, and the hydraulic actuator 21 is supplied with pressurized oil from the master cylinder 11. Supplied. Connected to the rod 8 of the master cylinder 11 by a pin 7 is the bowl 5 of the motor 3, which preferably incorporates a reduction gear.

When the motor 3 is rotated counterclockwise with the force of the spring 6 via the encoder 2 which receives a signal from an electronic υ1110 device (not shown), the clutch mechanism 52 is disconnected. As shown in FIG. 2, the arm 5 is connected to the main shaft 4 of the motor 3, and is pressed against the stopper 6a by the force of the spring 6.

As shown in FIG. 1, the hydraulic actuator 21 constituting the actuator A has a cylinder 22 with a screw
V! A rod 20 protruding from the atmospheric seedling is connected to a clutch lever 17 by a pin 18 (in this case, the operating direction of the clutch lever 17 is opposite to that shown in FIG. 3). ). The pneumatic actuator 31 connected to the @ wall 29 of the hydraulic actuator 21 is formed by dividing the working chamber 27 and the atmospheric chamber 25 containing the return spring 30 inside the cylinder 47 by a diaphragm 28, and the rod connected to the diaphragm 28. 2
6 passes through the end wall 29 and abuts against the piston 23 of the hydraulic actuator 21. The working chamber 27 of the pneumatic actuator 31 is connected to the air tank 40 via a pipe 46, a hydraulic air control valve 41, and a pipe 39.

The hydraulic air control valve 41 is divided into an operating chamber 33 and an atmospheric chamber 44 by a piston 34 fitted inside a cylinder 45, and a diaphragm supporting a valve body 43 on the left side of the cylinder 45 allows air operation from the atmosphere v44. A chamber 48 is defined, which communicates with the air 37 via the valve seat 36 in which the valve body 42 engages. Therefore, the valve element 42 is brought into contact with the valve element 43 by the spring 38, and the valve element 43 is brought into contact with the piston 34. Working chamber 3 of hydraulic air control valve 41
3 is the working chamber 2 of the hydraulic actuator 21 via a pipe 32
4 and communicates with the master cylinder 11 through a rough pipe 15.
It communicates with the working chamber 14 of.

FIG. 4 shows a drive control circuit for the motor 3. In FIG. 4, a signal a sent from an electronic control device is set to a predetermined duty ratio by a pulse width modulator 66, is amplified by a pulse amplifier 65, and is converted into a positive or negative voltage by four transistors 67 to 7o. Added to base. When transistors 67 and 70 are conductive, the motor 3 is driven in the direction of the arrow, while when transistors 68 and 69 are conductive, the motor 3 is driven in the opposite direction. Diodes 71-74 protect each transistor 67-70 from surge voltages. The power supply 61 of this drive circuit is provided with a switch 62 that opens the circuit when a relay coil 63 is excited, and the relay coil 63 becomes conductive when a signal voltage is applied to the base of a transistor 64, and the drive circuit of the motor 3 is blocked. At this time, the master cylinder 11 is moved forward by the force of the spring 6 shown in FIG. 3, and the clutch mechanism is disconnected.

Therefore, for example, if a gear transmission is connected to a predetermined gear and the clutch mechanism is shut off to stop the vehicle, the motor may be disabled due to a disconnection in the electronic control unit, disconnection or short circuit in the harness, etc. Even if the power is cut off, the clutch mechanism is cut off at this time, so it is possible to prevent the vehicle from running on its own.

Next, the operation of the clutch control tII device according to the present invention will be explained. When a control signal from the electronic control device is input to the encoder 2 and the motor 3 is rotated counterclockwise in FIG. 2, the arm 5 moves the rod 8 to the left in FIG. As a result, the actuation W14 is cut off from the oil tank 10, and the pressure oil in the actuation chamber 14 is released from the hydraulic actuator 21! The piston 23 is pushed to the right and the clutch lever 17 is rotated counterclockwise.

At the same time, the pressure oil in the working chamber 24 is sent through the pipe 32 to the working chamber 33 of the hydraulic pneumatic control valve 41, and the piston 34 is pushed in the opposite direction. At this time, the valve body 43 causes the valve body 42 to
Even if it resists the force of 8, it is pushed in the direction and leaves the valve seat 36. Therefore, the pressurized air in the air tank 40 is transferred to the pipes 39 and 37.
, air working chamber 48, air pressure 7 via pipe 46
1, a force is applied to the piston 23 to the right by the diaphragm 28 via the rod 26.

In this way, by applying only a slight force by the motor 3 to the master cylinder 11, a large pneumatic pressure from the pneumatic actuator 31 acts on the piston 23, and the clutch mechanism is disconnected.

On the other hand, when the clutch mechanism is connected, the piston 12 of the master cylinder 11 is returned to the right by the force of the spring 13 in response to the rotation of the motor 3 in the opposite direction. The hydraulic pressure applied to the pneumatic actuator 31 and the pneumatic pressure applied from the working chamber 27 of the pneumatic actuator 31 to the piston 28 are reduced, and the clutch lever 17 is accordingly rotated slowly clockwise under the force of the return spring 19. and the clutch mechanism is connected smoothly.

At this time, the piston 34 also in the hydraulic air control valve 41
The hydraulic pressure of actuator v33 is adjusted to push the piston 3 to the right.
4 moves to the left, the valve body 42 is seated on the valve seat 36, and the valve body 43 supported by the diaphragm is moved to the valve body 42.
When separated from the pneumatic actuator 31, the air actuating chamber 48 is communicated with the atmosphere v44 through the internal passage of the valve body 43, so that the rod 26 of the pneumatic actuator 31 is returned by the force of the return spring 30.

In the present invention, the clutch disengagement position is detected from the clutch engagement state, and the electronic
The pulses applied from the 11JIIl device to the encoder 2 are controlled, and the amount of rotation of the motor 3 is increased by fi+lJl in accordance with the number of pulses. Then, the clutch mechanism is gradually connected from the clutch disengaged position, and when the input shaft of the gear transmission starts to rotate, this number of pulses is stored as a learning value. When the clutch mechanism is connected in a neutral state and the pulse output of the encoder 2 no longer increases even if a drive pulse is applied to the motor, it is determined that the clutch is completely connected, and the stroke sensor 54 at this time The case where the signal value is at a predetermined value is defined as a fully connected state of the clutch, and the number of pulses applied to the encoder 2 at this time is stored as a learned value of the complete contact point.

The operating position of the clutch mechanism at the time of starting and shifting is replaced with a target pulse value, and the motor 3 is controlled so that the number of pulses of the encoder 2 becomes equal to the target pulse value.

Figure 5 shows υI for obtaining the operation of the clutch mechanism described above.
2 shows a flowchart of the tll program. In Figure 5, p
11 to p27 indicate each step of the flowchart.

At p12, the transmission gear is brought to a neutral position, that is, a state in which it is not shifted to any gear position. At p13, the motor 3 is brought into a non-excited state. The pulse counter of encoder 2 is reset at p14. At p15, a drive pulse is applied to the motor 3 to gradually connect the clutch mechanism.

At p16, check whether the input shaft of the gear transmission has started to rotate. If the input shaft is not rotating, return to page 15.
When the input shaft starts to rotate, the number of pulses of the encoder 2 is set to a value corresponding to a half-clutch state in p17. At p18, a drive pulse is applied to the motor 3 to gradually connect the clutch mechanism. At p19, it is checked whether the pulse of encoder 2 is still changing.

If the number of pulses is changing, the process returns to p18, and if the number of pulses is not changing, the process proceeds to D20 to check whether the signal (voltage) of the stroke sensor 54 is within the set range.

If the signal value of the stroke sensor 54 is outside the predetermined range, p
Returning to step 18, if the signal value of the stroke sensor 54 is within the predetermined range, proceeding to step 1) 21, where the number of pulses of the encoder 2 is set to a value corresponding to the fully engaged clutch position.

1) Check at 22 whether it is during start/shift control. If the vehicle is not in the process of starting or shifting I11, the motor 3 is stopped at p26, the operation of the clutch mechanism is stopped, and the process ends at D27. In p22, if the vehicle is starting or under speed change i control, the process advances to p23, where a target pulse value is set.

At p24, it is checked whether the number of pulses of the encoder 2 is the target pulse value. If the number of pulses of encoder 2 is equal to the target pulse value, proceed to p26, otherwise proceed to p25
The process advances to page 24, applies a drive pulse to the motor 3, and returns to page 24.

According to the above-mentioned υ control program, the motor 3 is given a predetermined amount of rotation by the encoder 2 applied from the electronic control la device, and the amount of rotation is applied from the master cylinder 11 to the actuator in accordance with this. Since the oil amount is controlled with precision, smooth latch connection operation can be achieved. Since the stroke of the stroke sensor 54 includes wear of the clutch facing, its resolution has its own limits, but this can be overcome by the above-mentioned program.

[Effects of the Invention] As described above, the present invention has an electronically controlled Il device that controls the master cylinder that supplies pressure oil to the hydraulic air control valve that controls the pneumatic actuator that drives the clutch lever.
Since it is connected to a motor that is connected to the engine, it is possible to use oil that is advantageous for fine control of clutch operation.
However, it does not require a hydraulic unit and has been used in non-automatic clutch mechanisms.
Since the motor connected to the master cylinder is driven via an encoder that operates based on signals from the electronic control unit, the amount of oil flowing from the master cylinder can be controlled with high precision, resulting in smooth latch. The connection operation of the mechanism is obtained, and it is also legal.

[Brief explanation of drawings]

FIG. 1 is a side view showing the overall configuration of a clutch control WJ device according to the present invention, FIG. 2 is a plan view showing the main parts of the device, and FIG. 3 is a connection configuration between the device and an internal combustion engine. A side view, FIG. 4 is a drive circuit diagram of a motor that prevents the device from running out of control in an emergency, and FIG. 5 is a flowchart of a program that controls a microcomputer as an electronic control device. 2: Encoder 5: l'! 6: Spring 11: Master cylinder 17: Clutch lever 21: Hydraulic actuator 31: Hydraulic air 1I to pneumatic actuator 4
11t! 0 valve 54: Stroke sensor

Claims (1)

[Claims] A clutch control device characterized in that a motor controlled by an electronic control device is connected to a master cylinder that supplies pressure oil to a hydraulic air control valve that controls a pneumatic actuator that drives a clutch lever.