KR100212424B1 - Clutch control device - Google Patents

Abstract

In the semi-automatic transmission device, the vehicle is prevented from popping out when the key switch is turned off.

The vehicle speed (V) is A while driving the vehicle after the gear is inserted. V> 0 and engine speed (N) is N When B (A = 30 / h, B = 400 rpm, when the brake is turned ON (step 103), the clutch actuator is actuated (step 104) to cause the clutch to proceed. When the vehicle is stopped (step 105), the gear shifting device is operated simultaneously with the gear (step 106), the gear is returned to neutral (step 107), and the single-acting operation of the clutch actuator is stopped (step 108). To connect the clutch.

Description

Clutch control

1 is a flowchart art for explaining the processing operation peculiar to this embodiment performed by a semi-automatic T / M ECU.

2 is a system configuration diagram showing an embodiment of a semi-automatic transmission apparatus applied in accordance with the present invention.

3 is a view showing the movement of the change lever.

* Explanation of symbols for main parts of the drawings

1: Engine 1A: Electronic governor

2: Clutch 2A: Clutch Actuator (CLAC)

2B: Clutch stroke sensor 2C: 3 way valve

2D: Double check valve 2E: Relay valve

3: transmission 4: gear shifting device (GSU)

5: Change lever device (CLU)

6: semi-automatic transmission control device (semi-automatic T / M ECU)

7: Electronic governor control device (electronic governor ECU) 8: Clutch pedal

8A: Master Cylinder 9: Brake Pedal

10: accelerator pedal 11: rich alarm

12: gear position indicator 13: air tank

[Purpose of invention]

The present invention relates to a suitable clutch control device for use in a semi-automatic transmission device.

[Technical field to which the invention belongs and the prior art in that field]

In automobiles, especially large route buses, oscillation and stationary operation are frequently performed, and the shift operation is repeated a considerable number of times during driving. This shifting operation is carried out by a change lever of the driver's seat, and is connected by a long rod about 10 m from the change lever to the transmission at the rear of the main body of the vehicle, and the gear shift stage of the transmission is switched via this rod. . For this reason, the operating force and the stroke of the change lever are large together, which causes a driver's fatigue.

Therefore, in recent years, instead of connecting the change lever and the transmission with a rod, the change lever device and the control device are connected by electric wiring, and the change lever position signal is transmitted to the control device in accordance with the change lever operation in the change lever device. The control device generates a movement control signal (shift control signal), transmits the generated movement control signal to the gear shifting device, and switches the transmission stage of the transmission. A device (hereinafter referred to as FCT) is employed.

In this FCT, a movement control signal is generated based on the change lever position signal from the change lever device, and the generated movement control signal is transmitted to the gear shifting device by the control device. By the movement control signal, the select cylinder in the gear shifting device and the solenoid valve attached to the movement cylinder are selectively driven to switch the supply state of the compressed air from the air tank, and The piston position is switched so that the moving fork of the selected operating portion is moved, and the speed change stage of the transmission is switched.

By using this FCT, the shift operation is switched from the mechanical remote control mechanism to the electric air control mechanism, and the operation force and the movement stroke can be greatly reduced, and the driving fatigue can be reduced.

In this FCT, switching of the transmission gear stage is performed by stepping on the clutch pedal in the same manner as in a normal manual transmission. That is, at the time of switching of the transmission stage of the transmission, the clutch pedal is pressed, the clutch is executed, and the change lever is operated. On the other hand, in the "semi-automatic transmission device" or the like described in Japanese Patent Laid-Open No. 6-241314, the FCT is used as a semi-automatic transmission device so as to eliminate the operation of the clutch pedal and the change lever during high speed driving.

In other words, when the high-speed drive where subtle control is required for the clutch mite, the shifting stage is changed by manual operation. When the high-speed drive does not require the subtle control for the clutch mite, the shift is automatically switched. We are going to do it. In this case, automatic shifting of the shift stage at the time of high-speed driving determines the driving stage in accordance with the driving state, and gives control commands to the clutch actuator and the gear shifting device attached to the clutch to the determined driving stage. This is carried out by controlling single contact operation and gear shifting operation of the gear shifting device.

In this semi-automatic transmission device, the clutch actuator is used, so if the brake is applied in the low speed range while driving the vehicle with the gear input, the clutch is automatically executed without stepping on the clutch pedal to avoid engine failure. have.

[Technical problem to be achieved]

By the way, in this semi-automatic transmission apparatus, when the clutch is automatically executed according to the brake operation while driving the vehicle with the gear applied, the change lever is not returned to the neutral after the vehicle is stopped (without returning the gear to the neutral). In addition, when the key switch is turned off while the clutch pedal is not pressed, the vehicle may pop out. In other words, when the key switch is turned OFF, the clutch actuator is cut off, so that the clutch comes into contact. In this case, if the change lever is not returned to neutral (the gear is not returned to neutral) and the clutch pedal is not in the stepped-down state, the engine does not stop immediately due to inertia even after the key switch is turned off. (Rotate for 1-2 seconds), the vehicle may pop out and be thrown away.

SUMMARY OF THE INVENTION The present invention has been made to solve such a problem, and an object thereof is to provide a clutch control device capable of preventing the vehicle from protruding when the key switch is OFF in the semi-automatic transmission device. To provide.

In order to achieve the above object, the first invention (invention according to claim 1) automatically executes a clutch according to a brake operation under a predetermined condition while driving a vehicle in which a gear is inserted, while the clutch automatically executes. In this state, the vehicle is detected to stop and the gear is returned to neutral. According to the present invention, when the clutch is automatically executed in accordance with the brake operation, the gear is returned to the neutral at the time when the vehicle is stopped.

According to a second invention (invention according to claim 3), a vehicle is automatically cut in accordance with a brake operation under a predetermined condition while driving a vehicle in which a gear is inserted, while the clutch is automatically cut in a state in which the clutch is automatically cut. To detect the stop and return the gear to neutral and to connect the clutch. Also, as the gear is returned to the neutral and the clutch pedal is released while the clutch is connected, the change lever is returned to the indicated position of the change lever. To move the gear. According to the present invention, the clutch is automatically executed according to the brake operation, the gear is returned to the neutral and the clutch is connected when the vehicle is stopped. When the clutch pedal is disengaged in this state, the gear is moved to the indicated position of the change lever at that time.

According to a third invention (invention according to claim 4), in the second invention, an alarm is generated until the clutch is automatically executed and the clutch pedal is released. According to the present invention, for example, the alarm rich maneuvers loudly until the clutch is closed, vehicle stop, gear (neutral return), clutch connection, and clutch pedal are pressed.

[Configuration and Function of Invention]

EXAMPLE

EMBODIMENT OF THE INVENTION Below, this invention is demonstrated in detail based on embodiment. 2 is a system configuration diagram showing an embodiment of a semi-automatic transmission apparatus implemented by applying the present invention. In the same figure, reference numeral 1 denotes an engine, reference numeral 1A denotes an electronic governor, reference numeral 2 denotes a clutch, reference numeral 2A denotes a clutch actuator (CLAC) attached to the clutch 2, reference numeral 2B. ) Is clutch stroke sensor, 2C is 3 way valve, 2D is double check valve, 2E is relay valve, 3 is transmission, 4 is gear shifting device. , Code 5 is a change lever device (CLU), code 6 is a semi-automatic transmission control device (semi-automatic T / M ECU), code 7 is an electronic governor control device (electronic governor ECU), code 8 Is the clutch pedal, 8A is the master cylinder attached to the clutch pedal 8, 9 is the brake pedal, 10 is the accelerator pedal, 11 is the alarm rich, 12 is the gear Position indicator, 13 is an air tank.

The change lever device 5 has N (neutral), R (reverse) and S (drive), UP (move up) and DOWN, as shown in FIG. Five positions, such as (move down), are provided. Of these, when inputted to the respective positions of the N position, the R position and the S position, the change lever 5A is stopped at this position when the hand is released from the change lever 5A after the operation. On the other hand, in the UP position and the DOWN position, when the hand is released from the change lever 5A, it is automatically returned to the S position.

The electronic governor ECU 7 inputs an accelerator pedal speed signal, an engine speed signal, and a vehicle speed signal corresponding to the pedal pedal amount of the accelerator pedal 10, and the semi-automatic T / M ECU 6 is inputted. While performing serial communication, the electronic governor 1A is controlled.

The semi-automatic T / M ECU 6 includes a change lever position signal from the change lever device 5, a brake on signal according to the brake pedal 9 being pulled out, and a gear position signal from the gear shifting device 4. The clutch stroke signal and the clutch rotational speed signal from the clutch stroke sensor 2B are input, and serial communication is performed between the electronic governor ECU 7 while switching the shift stage by manual operation (manual operation). Changeover) is carried out automatically at the time of high speed driving.

That is, the semi-automatic T / M ECU 6, based on the change lever position signal from the change lever device 5, at low speed, takes the T / M gear control signal (movement control signal) in consideration of the engine speed and the vehicle speed. ) And send the generated T / M gear control signal to the gear shifting device (4). The gear shifting device 4 receives the T / M gear control signal from the semi-automatic T / M ECU 6, switches the supply status of the compressed air from the air tank 13, and shifts the transmission stage of the transmission 3. Switch. At the time of manual switching of the shift stage, the clutch pedal 8 is stepped on as in the normal manual transmission, the clutch 2 is made to operate, and the change lever 5A is operated.

That is, when the clutch pedal 8 is stepped on, the hydraulic pressure is applied to the relay valve 2E via the hydraulic line L via the master cylinder 8A. In response to this hydraulic pressure, the relay valve 2E supplies the compressed air from the air tank 13 to the actuator 2A via the double check valve 2D, and the clutch actuator 2A supplies the clutch 2. Let's do it. The disconnection state of the clutch 2 is recognized by the semi-automatic T / M ECU 6 based on the clutch stroke signal from the clutch stroke sensor 2B. The semi-automatic T / M ECU 6 checks the running state of the clutch 2 and then, based on the change lever position signal from the change lever device 5, transmits the T / M gear control signal to the gear shifting device 4. Create

In addition, the semi-automatic T / M ECU 6 determines the driving stage in accordance with the driving state at the time of high-speed driving, and gives control commands to the determined driving stage to the clutch actuator 2A and the gear shifting device 4. And the single contact operation of the clutch 2 and the gear movement operation of the gear shifting device 4, and the like. That is, the semi-automatic T / M ECU 6 grasps the driving state from the vehicle speed or the accelerator according to the amount of thrust and the like at the time of high speed driving, and determines the driving stage according to the determined driving state. Then, the control command (clutch step control signal and T / M gear control signal) to the determined driving stage is given to the three-way valve 2C and the gear shifting device 4, and the clutch rotation speed and the engine rotation speed are monitored. Then, the single contact operation of the clutch 2 and the gear movement operation of the gear shifting device 4 are controlled, and automatic switching to the required driving stage is performed.

In this semi-automatic transmission device, the change lever 5A is in the S position while traveling, and the current shift stage cannot be recognized from the position of the change lever 5A. Therefore, in the present embodiment, the gear shift indicator 12 is used to display the current shift stage. In other words, the semi-automatic T / M ECU 6 always recognizes the current shift stage based on the gear position signal from the gear shifting device 4. The gear shift indicator 12 displays the current shift stage recognized by the semi-automatic T / M ECU 6.

Next, the processing operation peculiar to the present embodiment performed by the semi-automatic T / M ECU 6 will be described with reference to the flowchart art shown in FIG.

In step 101, the semi-automatic T / M ECU 6 reads, "The gear is turned on, and the current vehicle speed V is A; V > 0 " In this embodiment, A = 30 / h In step 101, "the gear is put in and the current vehicle speed V is 30; / h or less ", then proceed to step 102.

In step 102, the current engine speed N is checked. In step 102, the current engine speed N is equal to or less than B, i.e., N If B, go to Step 103. In this embodiment, B = 400 rpm. The idling is therefore about 500 rpm.

In step 103, it is checked whether the brake is ON, that is, whether the brake pedal 9 has been pressed. In step 103, when the ON of the brake is confirmed, the semi-automatic T / M ECU 6 sends a clutch break control signal to the 3-way valve 2C and sounds the alarm rich 11. Activate (step 104). The 3-way valve 2C receives the clutch disconnection control signal from the semi-automatic T / M ECU 6, switches the supply state of the compressed air from the air tank 13 to the clutch actuator 2A, and double-check valve. The clutch actuator 2A is actuated via (2D). As a result, the clutch 2 is cut.

That is, in the present embodiment, the vehicle speed V is 30 while the vehicle is running after the gear is inserted. When the brake pedal 9 is pressed when the engine speed N is 400 rpm or less, the clutch 2 is automatically cut off, and the alarm rich body 11 rings to operate. By stopping this clutch 2, engine stop is avoided.

When the vehicle is stopped, ie the vehicle speed (V) is zero When / h (step 105), the semi-automatic T / M ECU 6 sends a T / M gear control signal to the gear shifting device 4 to neutral and performs gear shifting (step 106). On the basis of the gear position signal from the gear shifting device 4, it is confirmed that the gear has returned to neutral (step 107), and the transmission of the clutch break control signal to the three-way valve 2C is stopped, i. The connection control signal is sent, and the disconnection operation of the clutch actuator 2A is stopped (step 108). As a result, the clutch 2 is connected.

In this case, consider a case where the key switch is turned OFF after the vehicle is stopped. When the key switch is turned OFF after the vehicle stops, the power supply is cut off by the clutch actuator 2A. In addition, the engine 1 does not stop immediately because of inertia even after the key switch is turned OFF. In this case, however, since the gear has already returned to the neutral, even if the key switch is turned OFF without the change lever 5A being returned to the neutral and the clutch pedal 8 is not pressed, It does not stick out.

In addition, the semi-automatic T / M ECU 6 performs the clutch pedal 8 in a state in which the clutch pedal 8 is retracted in step 109, that is, the gear is returned to neutral and the clutch 2 is connected. When stepped on), the alarming element 11 rings to stop operation and moves the gear to the instruction position of the change lever 5A at that time. As a result, after the vehicle is stopped, the oscillation can be started with the position of the change lever 5A as it is, and since the gear is once geared in step 106, the oscillation response of the vehicle does not deteriorate.

Further, in the present embodiment, the rich (from step 104) to vehicle stop (step 105) → gear (steps 106 and 107) → clutch connection (step 108) to step on the clutch pedal (steps 109 and 110). 11) rings and works, making it safer by letting the driver know that they are not driving normally.

In addition, in this embodiment, when checking the ON of the brake in step 103, the clutch 2 is immediately executed in step 104, but until the stopping of the vehicle is confirmed in step 105. FIG. Since no gearing is performed, for example, when the clutch 2 is connected and returned to the acceleration request after the brake on, the operation delay does not occur and the feeling of poor progress can be eliminated. .

That is, when confirming the ON of the brake in step 103, if the clutch 2 is disconnected and the gear is checked in step 104, the clutch 2 is applied to the acceleration request after the brake is ON. In this way, the gear shifting operation is required from the neutral to the change lever instruction position, and an operation delay occurs. On the other hand, in this embodiment, since the gear stop is performed after confirming the stop of the vehicle in step 105, it becomes possible to eliminate the feeling that the progress of acceleration request after brake ON is not good.

[Effects of the Invention]

As apparent from the above description, in the first invention, when the clutch is automatically executed in accordance with the brake operation, the gear is returned to the neutral at the time when the vehicle is stopped, so that the vehicle pops out when the key is switched off. It can be avoided.

In the second invention, when the clutch is automatically executed in accordance with the brake operation, the gear is returned to the neutral at the time when the vehicle is stopped and the clutch is connected, and when the clutch pedal is pressed in this state, the change lever at that time The gear is moved to the indicated position, and in addition to the effect of the first invention, it is possible to prevent the vehicle oscillation response from being lowered.

According to the third invention, in the second invention, the alarm is sounded and operated, for example, until automatic clutch execution → vehicle policing → gearing (neutral return) → clutch connection → clutch pedal is pressed. By notifying the driver that it is not, he can be safer.

Claims (4)

A clutch control device for automatically executing a clutch in accordance with a brake operation under a predetermined condition while driving a vehicle after a gear is input, comprising: a stop detecting means for detecting a stop of the vehicle in a state in which the clutch is automatically executed; And a control means for returning said gear to neutral when said stop of the vehicle is detected by said periodic detection means. The clutch control device according to claim 1, wherein the control means causes the clutch to be connected after confirming that the gear is returned to neutral. A clutch control device for automatically executing a clutch in accordance with a brake operation under a predetermined condition while driving a vehicle after a gear is input, comprising: a stop detecting means for detecting a stop of the vehicle in a state in which the clutch is automatically executed; When the stop of the vehicle is detected by the stop detecting means, the control means for returning the gear to the neutral and connecting the clutch, and the gear returns to the neutral by the control means. And a gear shifting means for moving the gear to an instruction position of the change lever at the time when the clutch pedal is pressed in the connected state. 4. The clutch control device according to claim 3, wherein an alarm is generated until the clutch is automatically executed and the clutch pedal is pressed.