WO2010032741A1 - クラッチ制御装置の流量制御弁 - Google Patents
クラッチ制御装置の流量制御弁 Download PDFInfo
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- WO2010032741A1 WO2010032741A1 PCT/JP2009/066137 JP2009066137W WO2010032741A1 WO 2010032741 A1 WO2010032741 A1 WO 2010032741A1 JP 2009066137 W JP2009066137 W JP 2009066137W WO 2010032741 A1 WO2010032741 A1 WO 2010032741A1
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- clutch
- control valve
- amount
- flow rate
- neutral position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/08—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member
- F16D25/088—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member the line of action of the fluid-actuated members being distinctly separate from the axis of rotation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
- F16D48/066—Control of fluid pressure, e.g. using an accumulator
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
- F16D2048/0209—Control by fluid pressure characterised by fluid valves having control pistons, e.g. spools
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/102—Actuator
- F16D2500/1026—Hydraulic
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/102—Actuator
- F16D2500/1026—Hydraulic
- F16D2500/1027—Details about the hydraulic valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/104—Clutch
- F16D2500/10406—Clutch position
- F16D2500/10412—Transmission line of a vehicle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/302—Signal inputs from the actuator
- F16D2500/3022—Current
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/302—Signal inputs from the actuator
- F16D2500/3025—Fluid flow
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/302—Signal inputs from the actuator
- F16D2500/3026—Stroke
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/308—Signal inputs from the transmission
- F16D2500/30806—Engaged transmission ratio
- F16D2500/30808—Detection of transmission in neutral
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/31—Signal inputs from the vehicle
- F16D2500/3101—Detection of a brake actuation by a sensor on the brake
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/31—Signal inputs from the vehicle
- F16D2500/3108—Vehicle speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/31—Signal inputs from the vehicle
- F16D2500/3108—Vehicle speed
- F16D2500/3111—Standing still, i.e. signal detecting when the vehicle is standing still or bellow a certain limit speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/501—Relating the actuator
- F16D2500/5018—Calibration or recalibration of the actuator
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50245—Calibration or recalibration of the clutch touch-point
- F16D2500/50251—During operation
- F16D2500/50254—Brake actuated
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50245—Calibration or recalibration of the clutch touch-point
- F16D2500/50266—Way of detection
- F16D2500/50275—Estimation of the displacement of the clutch touch-point due to the modification of relevant parameters, e.g. temperature, wear
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/702—Look-up tables
- F16D2500/70205—Clutch actuator
- F16D2500/70223—Current
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/702—Look-up tables
- F16D2500/70205—Clutch actuator
- F16D2500/70235—Displacement
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70402—Actuator parameters
- F16D2500/7041—Position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70402—Actuator parameters
- F16D2500/70418—Current
Definitions
- the present invention relates to a flow control valve used for controlling a working fluid in a clutch actuator in a clutch control device that automatically connects and disconnects a clutch mounted on a vehicle by a clutch actuator.
- a typical example is a so-called automatic transmission (AT) in which a torque converter and a planetary gear device are combined.
- automatic vehicle power transmission devices a so-called manual vehicle transmission (MT) and
- MT manual vehicle transmission
- a power transmission device that uses a similar parallel shaft gear mechanism type transmission and combines this with an automatic clutch.
- the clutch disposed between the engine and the transmission is provided with a clutch actuator, and the clutch is automatically disconnected when the driver changes gears with the shift lever or when the vehicle starts.
- the driver's operation of the clutch petal is omitted.
- There is also a power transmission device that uses an electronic control device to automatically switch the gear position according to the running state of the vehicle, instead of the driver operating the shift lever.
- a clutch (dry single-plate clutch) installed between the engine and the transmission includes a clutch disk 101 having a friction plate fixed to the periphery thereof.
- a transmission input shaft 103 that is rotatably supported by the shaft 102 is slidably splined.
- a pressure plate 105 that presses the friction plate against the flywheel 104 at the rear end of the crankshaft 102 is provided behind the friction plate of the clutch disk 101.
- a diaphragm spring 107 is attached to the clutch cover 106 fixed to the flywheel 104. During normal driving of the vehicle, the diaphragm spring 107 presses the clutch disc 101 against the flywheel 104 via the pressure plate 105, so that the engine power is transmitted to the transmission input shaft via the clutch disc 101. 103.
- the clutch is provided with an operating mechanism for connecting / disconnecting transmission of power, and this operating mechanism is constituted by a release bearing 108, a release fork 109, a clutch actuator 110, and the like fitted into the transmission input shaft 103.
- the clutch actuator 110 is a fluid pressure cylinder that operates pneumatically or hydraulically, and its piston is connected to one end of the release fork 109.
- a stopper 111 that mechanically limits the amount of movement is provided so as to prevent damage to the clutch actuator 110 and the like due to excessive movement of the piston.
- connection state (connection amount) of the clutch is determined by the movement amount of the piston of the clutch actuator 110, that is, the stroke of the clutch actuator.
- a working fluid pressure source such as an air tank that supplies the working fluid
- a stroke sensor that detects the movement amount of the piston of the clutch actuator
- a working fluid amount in the clutch actuator Is provided to control the clutch at the time of shifting.
- the control valves are respectively arranged in the supply fluid supply pipe and the discharge pipe, and the connection amount of the clutch is controlled by opening and closing these two control valves.
- a clutch control device that supplies and discharges the working fluid in the clutch actuator using one flow control valve is also known, and is described in Japanese Patent No. 3417823 as an example.
- the flow control valve 1 includes a communication passage 2 connected to the clutch actuator 110 and a working fluid pressure source 3 such as an air tank.
- the continuous pressure source passage 4 and the discharge passage 5 for discharging the working fluid from the clutch actuator 110 are connected, and three ports of the communication port 2p, the pressure source port 4p, and the discharge port 5p that open to the respective passages are formed.
- the flow control valve 1 in FIG. 8 is a slide valve type proportional control valve provided with an electromagnetic solenoid type driving device as a valve actuator for operating the valve body 6.
- the flow rate of the working fluid passing through the flow rate control valve 1 has a flow rate characteristic that changes according to the position of the valve body 6, and the energization amount to the electromagnetic solenoid is an operation amount for changing the flow rate.
- the flow control valve 1 is connected to the flow control valve 1 for controlling the energization amount to the coil 8 in accordance with the detection signal of the stroke sensor 7.
- the valve body 6 of the flow control valve 1 has two lands in the middle, and one end of the valve body 6 is connected to a movable yoke 10 of an electromagnetic solenoid.
- a spring 11 is disposed at the other end of the valve body 6, and the position of the valve body 1 is determined by the balance between the magnetic force acting on the movable yoke 10 and the spring force of the spring 11.
- the valve body 6 compresses the spring 11 to the position shown in FIG. 9C, and the communication port 2p and the pressure source port 4p communicate with each other. Thereby, the working fluid of the pressure source 3 is introduced into the clutch actuator 110 from the communication port 2p, and the clutch is disconnected.
- the valve body 6 is in the position shown in FIG. 9A, that is, the neutral position, the communication port 2p is disconnected from the pressure source port 4p and the discharge port 5p, and the stroke of the clutch Is held in a fixed position.
- the stroke control of the clutch at the time of shifting shown in FIG. 7 is performed by such a flow rate control valve, the energization amount to the coil is controlled so as to change according to the pattern shown in the lower part of FIG.
- the land length L and the width W of the communication port 2p are In the flow rate control valve in which the two coincide with each other, the flow of the working fluid occurs as soon as the valve body is moved from the neutral position to the left and right.
- the neutral position where the flow rate becomes zero is one point
- the flow rate, that is, the flow rate of the working fluid with respect to the current flowing through the coil 8 is the supply side and discharge side centering on the neutral position (energization amount 50%).
- 11 is point-symmetric and has the characteristics of the two-dot chain line in FIG.
- the position where the valve body 6 stops so as to hold the stroke at a constant value during the stroke control of the clutch is a position different in the moving direction of the valve body 6.
- the valve body 6 moves rightward in FIG. 10 to reach the neutral position, that is, after the operating fluid is supplied to the clutch actuator 110 and the clutch is operated in the disengagement direction (the stroke increases), the valve body 6 is neutralized.
- the valve body 6 stops at the position in FIG. 10B (corresponding to the point P in FIG. 11) where the right end of the land of the valve body 6 closes the communication port 2p.
- the valve body 6 moves rightward in FIG.
- the flow rate control valve control device stores a flow rate characteristic (FIG. 11) representing the relationship between the energization amount to the coil of the electromagnetic solenoid and the flow rate. For example, when there is a dead zone at the neutral position of the flow rate characteristic, it is stored in the form of a graph shown by the solid line in FIG.
- the flow control valve control device controls the energization amount to the coil using this flow rate characteristic, and sets the energization amount that is the operation amount to a value corresponding to the target flow rate.
- An object of the present invention is to solve the above-mentioned problems that occur due to secular change or the like in a flow control valve used in a clutch control device by simple means.
- the present invention is a clutch control device using a flow control valve, and the flow control valve control device is provided with a learning device that learns the center point of the neutral position of the flow control valve to compensate for the difference in flow characteristics.
- a clutch control device in a vehicle power transmission device in which a clutch is installed between an engine and a transmission includes: a clutch actuator driven by a working fluid; a stroke sensor that detects a movement amount of the clutch actuator; a flow rate control valve that controls an amount of the working fluid in the clutch actuator; A flow control valve control device that controls the position of the valve body of the flow control valve according to a detection signal, The flow rate control valve is connected to a communication passage that communicates with the clutch actuator, a pressure source passage that communicates with a pressure source of the working fluid, and a discharge passage that discharges the working fluid from the clutch actuator.
- a valve actuator to be operated is installed, and in the neutral position of the valve body, the communication passage is configured to be blocked from the pressure source passage and the discharge passage;
- the flow rate control valve control device includes a neutral position learning device that learns a neutral point center point of the valve body, and the neutral position learning device performs an operation of increasing the movement amount of the clutch actuator after decreasing it.
- the clutch control device is characterized by this.
- the “operation amount” means an amount that is added to operate the valve actuator and change the flow rate as the control amount.
- the valve actuator is an electromagnetic solenoid
- the energization amount When a pulse motor is used, it is the number of pulses.
- the neutral position learning device increases the movement amount of the clutch actuator to the clutch complete position before executing the operation of increasing the movement amount after decreasing the movement amount of the clutch actuator. It can be configured as follows.
- the neutral position learning device reduces the amount of movement of the clutch actuator by setting the transmission as neutral when the vehicle is stopped and the brake of the vehicle is operating. It is preferable to execute the operation of increasing after the operation.
- the flow rate control valve includes an electromagnetic solenoid that drives the valve body, and the operation amount is controlled by the flow rate control valve control device to energize the coil of the electromagnetic solenoid. It can be an energization amount.
- the flow control valve control device includes a neutral position learning device.
- a neutral position learning device In a flow control valve having a neutral position with a width and a dead zone, an operation amount of a valve actuator serving as a central point of the neutral position (for example, a coil of an electromagnetic solenoid) Is always learning.
- the operation amount of the valve actuator is corrected by the central point stored in the learning device, and the valve body of the flow control valve is corrected.
- the position can be accurately controlled to achieve the target flow rate. Accordingly, the clutch engagement amount can be quickly and accurately changed at the time of shifting or the like, and clutch control without shifting shock is achieved.
- the neutral point itself is the neutral position itself, so by learning the position, even if the flow control valve has no dead band, the valve actuator It is obvious that the operation amount can be similarly corrected.
- an operation of increasing the clutch actuator after decreasing the movement amount is executed, and the change speed of the detection signal of the stroke sensor is predetermined while the detection signal of the stroke sensor is decreasing.
- a first operation amount that is an operation amount of the valve actuator when reaching a value and a second operation amount that is an operation amount of the valve actuator when the predetermined value and the absolute value reach an equal change speed during the increase.
- the second operation amount is detected.
- a value obtained by averaging the first operation amount and the second operation amount is determined as the neutral position center point. In this way, the neutral point central point can be detected for the following reason.
- the flow rate characteristic representing the relationship between the operation amount (energization amount) of the flow rate control valve and the flow rate is point-symmetric about the neutral position or the center point on the supply side and the discharge side. This point-symmetric characteristic does not change even if the center point of the neutral position is displaced with the passage of time as shown in FIG. Since the change rate of the stroke of the clutch actuator is proportional to the flow rate of the flow rate control valve, when the flow rate on the supply side and the discharge side are equal, the change rate of the stroke becomes the same in the opposite direction and in the absolute value.
- the operation amount of the valve actuator when the predetermined value is reached while the stroke is decreasing for example, the energization amount In corresponding to the flow rate ⁇ Q 0 in FIG. wherein the predetermined value during the operation of the valve actuator at the time when the absolute value reaches equal changing speed, for example, the power supply amount Ip corresponding to the flow rate + Q 0 in FIG. 11, by averaging the city, determine the neutral position center point
- the operation amount of the neutral position center point can be obtained.
- the stroke sensor used in the learning device of the present invention is a component originally provided in the clutch control device for controlling the clutch engagement amount. Therefore, the learning device of the present invention can learn the neutral position center point without the need to install special parts, and also performs learning while changing the stroke of the clutch actuator. Will not drop. And since the flow control valve used by a clutch control apparatus is one, the whole structure of a control apparatus will be simple and compact.
- the neutral position learning device increases the movement amount of the clutch actuator to the clutch complete position before executing the operation of increasing the movement amount after decreasing the movement amount of the clutch actuator. Is increased to near the maximum value and learning is executed.
- the learning device of the present invention learns the neutral position center point by increasing / decreasing the stroke of the clutch actuator, and can learn even when the stroke is at an intermediate position during learning.
- the clutch actuator moves once over the entire stroke, so that the operation of the clutch actuator is stabilized. Learning will be executed at this time, and learning accuracy will be improved.
- the neutral position is learned using the transmission as neutral.
- the clutch engagement amount changes with the increase / decrease of the stroke of the clutch actuator, so that the transmission is learned as neutral while the vehicle is stopped so as not to affect the power transmission system of the vehicle. It is preferable to do.
- learning is executed when the vehicle brake is operating, even if an erroneous operation or the like occurs, it is possible to prevent the vehicle from starting unexpectedly and to learn the neutral position safely. It can be carried out.
- clutch control devices include a half-clutch learning device, that is, a device that periodically learns a change in the stroke of the half-clutch position due to wear of the clutch friction plate over time.
- the learning of the half-clutch state is performed by performing the same operation as that of the invention of claim 3 when the vehicle is stopped.
- the flow rate is simultaneously with the learning of the half-clutch state. It becomes possible to learn the neutral position of the control valve.
- a proportional control valve driven by an electromagnetic solenoid as a flow control valve that is, a current flowing through the coil of the electromagnetic solenoid is controlled by the flow control valve control device to continuously position the valve element.
- the drive device and the control device of the flow control valve can be made small by using an electrical control device.
- the vehicle clutch operated by the clutch control device of the present invention is basically the same as the clutch shown in FIG. 6, and includes a clutch actuator 110 that changes the clutch engagement amount.
- the working fluid is supplied from the fluid pressure source to the clutch actuator 110, the amount of clutch engagement is determined by the amount of movement of the piston of the clutch actuator 110, and the maximum value of the amount of movement is mechanically regulated by the stopper 111.
- FIG. 1 shows a fluid circuit configuration of the clutch control device of the present invention.
- the devices constituting the circuit of FIG. 1 are also the same as those of the conventional device shown in FIG. 8 in terms of so-called hardware, and corresponding parts are denoted by the same reference numerals.
- the clutch control device includes a single flow control valve 1 driven by an electromagnetic solenoid, and a fluid pressure source 3 such as an air tank, a clutch actuator 110 and a discharge passage 5 are connected to the flow control valve 1.
- the flow control valve control device 9 changes the position of the valve body 6 by controlling the energization amount to the coil 8 of the electromagnetic solenoid that is a valve actuator, and supplies and discharges the working fluid in the clutch actuator 110 to connect the clutch. Change the amount.
- the movement amount (stroke) of the piston of the clutch actuator 110 is detected by the stroke sensor 7, and the signal is input to the flow control valve control device 9.
- the neutral position center point learning device 91 is installed in the flow control valve control device 9.
- the neutral position center point learning device 91 passes through the flow control valve 1 using the stroke signal of the clutch actuator 110 so that the neutral position can be learned even when the dead zone exists in the flow control valve 1.
- the amount of energization of the coil 8 corresponding to the central point of the valve body neutral position where the flow of the working fluid is blocked is learned, and the detection signal of the stroke sensor 7 is also input to this.
- the neutral position center point learning device 91 of the present invention executes an operation of increasing the clutch actuator 110 after decreasing the stroke, and the first operation amount at the time when the speed becomes a predetermined value when the stroke decreases, When the speed increases, the second manipulated variable at the time when the speed becomes the same absolute value as the predetermined value is detected.
- the neutral position center point learning device 91 of this embodiment makes the transmission neutral for a short time when the vehicle is stopped and operates the clutch actuator 110 to perform learning. Further, prior to executing learning by increasing / decreasing the stroke of the clutch actuator 110, the stroke is increased to the vicinity of the maximum value corresponding to the clutch complete position to be stopped, and then learning is performed.
- step S1 it is determined whether or not a learning condition described later is satisfied.
- step S2 When the learning condition is not satisfied, the state in which the clutch is engaged (clutch state other than during learning: phase 0) is maintained in step S2, and when the learning condition is satisfied, the phase shifts from phase 0 to phase 1 in steps S3 and S4.
- the stroke of the clutch actuator 110 is read (S5), and a differential value D is calculated (S6).
- the differential value D represents the stroke change speed, and the stroke change speed is always calculated during the execution of learning.
- step S7 When it is determined in step S7 that the phase is phase 1, stroke control is executed with the complete stroke position as the target stroke sta so as to disengage the clutch (S8).
- the change speed of the clutch stroke calculated in step S6 is initially large, but decreases as it approaches the target stroke sta.
- the stroke reaches the vicinity of the target stroke sta and reaches the learning start predetermined speed V 0 where the change speed is substantially 0 (S9)
- the phase 1 is ended and the phase is shifted to the phase 2 (S10).
- Phase 1 ends when the flow rate of the working fluid supplied to the clutch actuator 110 becomes 0 in order to disengage the clutch, and the flow rate control valve 1 is in the state (flow rate characteristics) shown in FIG. At point P in FIG.
- step S9 a step for determining whether or not the stroke is less than stM and greater than or equal to the predetermined stroke is added after step S9, and the process proceeds to phase 2 when this condition is satisfied. It can also be comprised.
- step S11 If it is determined in step S11 that the phase is phase 2, the process proceeds to step S12, and the neutral position center point learning device 91 performs control to gradually decrease the coil energization amount at a constant rate in order to reduce the stroke of the clutch actuator 110. (Refer to PHASE2 in the characteristics of the coil energization amount in FIG. 3). As a result, the valve body 6 of the flow control valve 1 moves to the right in FIG. 10B. At this time, since it passes through the dead zone DZ at the beginning, the stroke is held at the target stroke sta and the change speed is zero. When the dead zone DZ is passed, the working fluid is discharged from the clutch actuator 110 and the stroke decreases.
- step S6 When the change speed calculated in step S6 reaches a predetermined negative value V 1 (the flow rate of the flow control valve 1 corresponds to, for example, ⁇ Q 0 in FIG. 11) (S13), the coil energization amount In at that time Is detected and stored as the first operation amount (S14), and the phase 2 is ended and the phase 3 is shifted to (S15).
- V 1 the flow rate of the flow control valve 1 corresponds to, for example, ⁇ Q 0 in FIG. 11
- step S16 If it is determined in step S16 that it is phase 3, the process proceeds to step S17, and control for gradually increasing the coil energization amount at a constant rate is executed (refer to the portion of PHASE 3 in the coil energization amount characteristic of FIG. 3).
- the valve body 6 of the flow rate control valve 1 moves to the left, and when the state shown in FIG. 10C (the N point in FIG. 11 of the flow rate characteristics) is reached, the change speed becomes 0 again and the stroke becomes constant. .
- the working fluid is supplied to the clutch actuator 110 and the stroke increases.
- step S21 the stored first operation amount In and second operation amount Ip are averaged.
- the energization amount Ic (In + Ip) / 2 at the neutral position center point is calculated and stored as a learning value. Further, the phase is returned to phase 0 (S22), a learning end flag is set (S23), and the flow ends.
- the neutral position center point learning device 91 corrects the learning value so far by the energization amount of the center point of the neutral position learned in this way, and the updated learned value is the flow control valve control device 9. Is used when the flow control valve 1 is controlled. In the present invention, since the center point of the neutral position is learned, even if the neutral position of the flow control valve 1 is wide and there is a dead zone in the flow characteristic, an error in the flow characteristic caused by secular change or the like is compensated. Can do.
- the neutral position learning is executed in a neutral state in which the power transmission from the engine to the wheels is interrupted, even if the clutch stroke is changed, the vehicle motion state is not affected. Further, the brake of the vehicle is operating during learning, so that the vehicle does not start unexpectedly and the neutral position can be learned safely. Neutral learning is completed in a short time, so there is no hindrance to vehicle operation.
- the clutch control device is usually provided with a half-clutch learning device, and is configured to periodically learn the stroke change of the half-clutch position accompanying the wear of the clutch friction plate over time. Since the learning of the half-clutch state is performed by connecting and disconnecting the clutch when the same learning condition as that of the flowchart of FIG. 4 is satisfied, the learning of the neutral position according to the flowchart of FIG. It is possible to execute at the same time.
- FIG. 5 shows an example of a flow chart when the stroke control of the clutch actuator is executed by the flow control valve control device equipped with the neutral position center point learning device of the present invention when changing the gear position during vehicle travel.
- control is performed such that the stroke (amount of clutch engagement) changes according to the pattern of FIG. 7 over time.
- Stroke control is started when a shift command signal from a shift lever or the like is generated.
- step SCS1 an actual stroke str that is a detection signal of the stroke sensor 7 is read.
- the stroke after a predetermined time has elapsed is set as the target stroke std.
- the flow rate Q of the flow control valve 1 is calculated corresponding to the difference between the target stroke std and the actual stroke str so that the target stroke std is reached after a predetermined time has elapsed.
- the flow rate control valve control device 9 stores the relationship between the flow rate and the energization amount of the coil 8, that is, the flow rate characteristic represented by the solid line in FIG.
- the energization amount I corresponding to the flow rate Q is determined by this map 92.
- the flow control valve control device 9 stores a learning value of the energization amount at the neutral position center point obtained by the neutral position center point learning device 91.
- the neutral position center point of the map 92 is stored. Based on the difference between the energization amount and the learning value, the energization amount I is corrected.
- the corrected energization amount Ia is supplied to the coil 8 of the electromagnetic solenoid.
- the valve body 6 of the flow control valve 1 is in the position corrected by the learning value, and can accurately correspond to the required flow rate Q.
- the energization amount determined by the flow rate characteristic map 92 is corrected by the learned value, but the flow rate characteristic of the map 92 is changed as shown by the broken line in FIG. 12 based on the learned value.
- the energization amount may be corrected.
- the present invention provides a learning device that learns the neutral position center point of the flow control valve in the clutch control device that uses a single flow control valve to compensate for the difference in flow characteristics and has a dead zone. Even with a flow control valve, accurate control of the clutch engagement amount can be executed. Therefore, the present invention can be used industrially as a vehicle clutch control device including a clutch actuator driven by air pressure or hydraulic pressure.
- the electromagnetic actuator is used as the valve actuator and the flow control valve is controlled by changing the energization amount to the coil.
- a pulse motor may be used as the valve actuator.
- the manipulated variable is the number of pulses that drive the pulse motor.
- a fluid pressure cylinder as described in Patent Document 1 may be used.
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Abstract
Description
図8の流量制御弁1は、弁体6を操作する弁アクチュエータとして電磁ソレノイド式の駆動装置を備えた、スライドバルブ形式の比例制御弁である。つまり、流量制御弁1を通過する作動流体の流量が弁体6の位置に応じて変化する流量特性を有し、電磁ソレノイドへの通電量が流量を変更するための操作量となっている。クラッチのストロークを制御するため、流量制御弁1には、ストロークセンサ7の検出信号に応じてコイル8への通電量を制御する流量制御弁制御装置9が接続される。
本発明の課題は、クラッチ制御装置に用いられる流量制御弁において、経年変化等に起因して発生する上述の問題を簡易な手段により解決することにある。
「エンジンと変速機との間にクラッチが設置された車両用動力伝達装置におけるクラッチ制御装置であって、
前記クラッチ制御装置は、作動流体によって駆動されるクラッチアクチュエータと、前記クラッチアクチュエータの移動量を検出するストロークセンサと、前記クラッチアクチュエータ内の作動流体の量を制御する流量制御弁と、前記ストロークセンサの検出信号に応じて前記流量制御弁の弁体の位置を制御する流量制御弁制御装置とを備え、
前記流量制御弁には、前記クラッチアクチュエータに連なる連通通路と、作動流体の圧力源に連なる圧力源通路と、前記クラッチアクチュエータから作動流体を排出する排出通路とが接続され、かつ、前記弁体を操作する弁アクチュエータが設置されて、前記弁体の中立位置においては、前記連通通路が前記圧力源通路及び前記排出通路と遮断されるよう構成され、さらに、
前記流量制御弁制御装置が、前記弁体の中立位置中央点を学習する中立位置学習装置を備えており、前記中立位置学習装置は、クラッチアクチュエータの移動量を減少させた後に増大させる作動を実行して、前記ストロークセンサの検出信号の変化速度が、前記ストロークセンサの検出信号の減少中に所定値に達したときにおける前記弁アクチュエータの操作量である第1操作量と、増加中に前記所定値と絶対値が等しい変化速度に達したときにおける前記弁アクチュエータの操作量である第2操作量とを検出し、前記第1操作量と前記第2操作量とを平均した値を中立位置中央点と判定する」
ことを特徴とするクラッチ制御装置となっている。ここで「操作量」とは、弁アクチュエータを操作し制御量としての流量を変更するため加えられる量を意味するものであり、例えば、弁アクチュエータが電磁ソレノイドであればその通電量、弁アクチュエータとしてパルスモータを使用したときはパルス数となる。
ちなみに、クラッチ制御装置には、半クラッチ学習装置、つまり、クラッチ摩擦板の経時的な磨耗等に伴う半クラッチ位置のストローク変化を定期的に学習する装置、を備えたものが多い。半クラッチ状態の学習は、車両の停車時に請求項3の発明と同様な操作を行って実施されるが、こうした半クラッチ学習装置を備えたクラッチ制御装置においては、半クラッチ状態の学習と同時に流量制御弁の中立位置の学習を行うことが可能となる。
図2のフローチャートにおいて、まずステップS1では、後述の学習条件が成立したか否かを判定する。学習条件が成立していないときはステップS2においてクラッチが接続した状態(学習時以外のクラッチ状態:フェーズ0)を保持し、成立すると、ステップS3、S4でフェーズ0からフェーズ1に移行させる。フェーズ0から他のフェーズに移行したときは、クラッチアクチュエータ110のストロークを読み込み(S5)、そして微分値Dを計算する(S6)。微分値Dはストロークの変化速度を表すものであり、学習の実行中にはストロークの変化速度が常時演算されることとなる。
なお、学習時におけるクラッチの切断は急速に行われる関係上、クラッチアクチュエータの移動量が完断位置を通過してストッパ111により規制されるストローク限界(stM)まで達し、ストローク変化速度が0となる場合がある。クラッチが完断位置にあることを確認するため、ステップS9の後に、ストロークがstM未満かつ所定ストローク以上であるか否かを判断するステップを加え、この条件が満足されたときにフェーズ2に移行させるよう構成することもできる。
このように学習された中立位置の中央点の通電量により、中立位置中央点学習装置91では、それまでの学習値の補正等が行われ、更新された学習値は、流量制御弁制御装置9において流量制御弁1の制御を実行する際に使用される。本発明では、中立位置の中央点を学習するから、流量制御弁1の中立位置に巾があり流量特性に不感帯があるものであっても、経年変化等で生じる流量特性の誤差を補償することができる。
制御フローがスタートすると、ステップS01で中立位置の学習時期に到達したか否かを判断する。学習時期に到達した場合には、ステップS02で車両が停車中(車速=0)であるか否か、次いでステップS03において車両のブレーキが作動しているか否かを判断する。これらの判断のいずれかが否であるときは図2のステップS2に進み、すべての判断がYesであれば、ステップS04に進んで変速機がニュートラルであるか否かを判断する。ニュートラルでない場合には、変速機をニュートラルとして(S05)図2のステップS3に進行する。このように、中立位置の学習は、エンジンから車輪への動力伝達が遮断されるニュートラル状態で実行されるから、クラッチのストロークを変化させても車両の運動状態に影響を与えない。また、学習中は車両のブレーキが作動しており、車両が不測の発進を起こすことはなく、安全に中立位置の学習を行うことができる。ニュートラルでの学習は短時間で完了するため、車両の運行を阻害することもない。
車両の変速時のクラッチ操作では、ストローク(クラッチの接続量)が、時間経過とともに図7のパターンに従って変化するような制御が行われる。ストローク制御は、変速レバー等からの変速指令信号が発生された時点で開始され、ステップSCS1では、ストロークセンサ7の検出信号である実ストロークstrが読み込まれる。SCS2においては、所定時間経過後のストロークが目標ストロークstdとして設定される。SCS3では、目標ストロークstdと実ストロークstrとの差に対応して、所定時間経過後に目標ストロークstdとなるような流量制御弁1の流量Qが演算される。
なお、このフローチャートでは、流量特性のマップ92で決定される通電量を学習値によって補正しているが、学習値に基づいてマップ92の流量特性を図12の破線に示すように変更することにより、通電量の補正を実行してもよい。
上記実施例では、弁アクチュエータに電磁ソレノイドを使用し、コイルへの通電量を変更して流量制御弁を制御するものについて説明したが、例えば、パルスモータを弁アクチュエータとして使用してもよく、このときには、操作量はパルスモータを駆動するパルス数となる。弁アクチュエータとしては、特許文献1に記載のような流体圧シリンダを用いてもよい。このように、本発明の実施に際しては、上述の実施例に対して種々の変形が可能であることは明らかである。
2 連通通路
4 圧力源通路
5 排出通路
6 弁体
7 ストロークセンサ
8 コイル
9 流量制御弁制御装置
91 中立位置中央点学習装置
110 クラッチアクチュエータ
111 ストッパ
Claims (4)
- エンジンと変速機との間にクラッチが設置された車両用動力伝達装置におけるクラッチ制御装置であって、
前記クラッチ制御装置は、作動流体によって駆動されるクラッチアクチュエータと、前記クラッチアクチュエータの移動量を検出するストロークセンサと、前記クラッチアクチュエータ内の作動流体の量を制御する流量制御弁と、前記ストロークセンサの検出信号に応じて前記流量制御弁の弁体の位置を制御する流量制御弁制御装置とを備え、
前記流量制御弁には、前記クラッチアクチュエータに連なる連通通路と、作動流体の圧力源に連なる圧力源通路と、前記クラッチアクチュエータから作動流体を排出する排出通路とが接続され、かつ、前記弁体を操作する弁アクチュエータが設置されて、前記弁体の中立位置においては、前記連通通路が前記圧力源通路及び前記排出通路と遮断されるよう構成され、さらに、
前記流量制御弁制御装置が、前記弁体の中立位置中央点を学習する中立位置学習装置を備えており、前記中立位置学習装置は、クラッチアクチュエータの移動量を減少させた後に増大させる作動を実行して、前記ストロークセンサの検出信号の変化速度が、前記ストロークセンサの検出信号の減少中に所定値に達したときにおける前記弁アクチュエータの操作量である第1操作量と、増加中に前記所定値と絶対値が等しい変化速度に達したときにおける前記弁アクチュエータの操作量である第2操作量とを検出し、前記第1操作量と前記第2操作量とを平均した値を中立位置中央点と判定することを特徴とするクラッチ制御装置。 - 前記中立位置学習装置は、クラッチアクチュエータの移動量を減少させた後に増大させる前記作動を実行するに先立ち、クラッチの完断位置までクラッチアクチュエータの移動量を増大させる請求項1に記載のクラッチ制御装置。
- 前記中立位置学習装置は、前記車両が停車中であって前記車両のブレーキが作動しているときに、前記変速機をニュートラルとして、クラッチアクチュエータの移動量を減少させた後に増大させる前記作動を実行する請求項1に記載のクラッチ制御装置。
- 前記流量制御弁は、前記弁体を駆動する電磁ソレノイドを備え、前記操作量が前記流量制御弁制御装置により制御され前記電磁ソレノイドのコイルに通電される通電量である請求項1に記載のクラッチ制御装置。
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2008
- 2008-09-19 JP JP2008240531A patent/JP5608964B2/ja not_active Expired - Fee Related
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2009
- 2009-09-16 CN CN2009801370624A patent/CN102159843B/zh active Active
- 2009-09-16 AU AU2009293814A patent/AU2009293814B2/en not_active Ceased
- 2009-09-16 WO PCT/JP2009/066137 patent/WO2010032741A1/ja active Application Filing
- 2009-09-16 US US12/998,117 patent/US8678151B2/en not_active Expired - Fee Related
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Also Published As
Publication number | Publication date |
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JP5608964B2 (ja) | 2014-10-22 |
AU2009293814B2 (en) | 2013-03-07 |
US20110168516A1 (en) | 2011-07-14 |
CN102159843B (zh) | 2013-08-21 |
CN102159843A (zh) | 2011-08-17 |
US8678151B2 (en) | 2014-03-25 |
AU2009293814A1 (en) | 2010-03-25 |
JP2010071404A (ja) | 2010-04-02 |
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