WO2021153202A1 - Dispositif et procédé de détermination, et véhicule associé - Google Patents

Dispositif et procédé de détermination, et véhicule associé Download PDF

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Publication number
WO2021153202A1
WO2021153202A1 PCT/JP2021/000608 JP2021000608W WO2021153202A1 WO 2021153202 A1 WO2021153202 A1 WO 2021153202A1 JP 2021000608 W JP2021000608 W JP 2021000608W WO 2021153202 A1 WO2021153202 A1 WO 2021153202A1
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WIPO (PCT)
Prior art keywords
clutch
state
load
foot
determined
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Application number
PCT/JP2021/000608
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English (en)
Japanese (ja)
Inventor
山下　晃弘
Original Assignee
いすゞ自動車株式会社
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Filing date
Publication date
Application filed by いすゞ自動車株式会社 filed Critical いすゞ自動車株式会社
Publication of WO2021153202A1 publication Critical patent/WO2021153202A1/fr

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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
    • F16D25/12—Details not specific to one of the before-mentioned types

Definitions

  • the present disclosure is a technique relating to a determination device, a determination method, and a so-called foot-mounted operation determination in which a driver puts his / her foot on the clutch pedal of a clutch device to drive a vehicle.
  • Patent Document 1 discloses a technique in which a state in which a difference between the input rotation speed and the output rotation speed of the clutch device occurs is determined as a half-clutch state, and a warning is given when the integrated time of the half-clutch state reaches the upper limit threshold. It is disclosed.
  • a warning is given by counting all the states in which a difference occurs in the input / output rotation speeds of the clutch device as a half-clutch.
  • the clutch device may not be loaded (damaged) more than a predetermined value, such as when the transmission is in the neutral state. If the warning is given even in such a case, the driver may be uncomfortable due to the frequent occurrence of the warning.
  • an object of the present invention is to effectively determine between a footrest operation in which a load is applied to the clutch device and a footrest operation in which a load is not applied to the clutch device. ..
  • the device of the present disclosure is provided between the driving force source of the vehicle and the transmission, and cuts off the transmission of power from the contact state in which power is transmitted by the driver's depression operation of the clutch pedal through the half-clutch state.
  • the clutch device that can be switched to the disengaged state it is a determination device that determines whether or not the driver is in the foot-mounted operation state in which the driver puts his / her foot on the clutch pedal and operates, and acquires the half-clutch state of the clutch device.
  • the half-clutch acquisition means the load determination means for determining whether or not a load equal to or higher than a predetermined value is applied to the clutch device when the clutch device is in the half-clutch state, and the half-clutch state by the half-clutch acquisition means.
  • the load determining means determines whether or not a load equal to or higher than a predetermined value is applied to the clutch device when the clutch device is in the half-clutch state
  • the half-clutch state by the half-clutch acquisition means When it is determined by the load determining means that the load is applied, it is determined that the footrest operation state is obtained, while when the half-clutch acquiring means acquires the half-clutch state, the above-mentioned
  • the load determining means is provided with a footing operation determining means for determining that the vehicle is not in the footresting operation state.
  • the neutral state acquisition means for acquiring whether the transmission is in the neutral state is further provided, and the load determination means does not apply the load to the clutch device when the neutral state acquisition means acquires the neutral state. It is preferable to determine that.
  • the clutch device is further provided with a disengagement state acquisition means for acquiring whether or not the clutch device is in the disengaged state, and when the disengagement state acquisition means acquires the disengaged state, the load is applied to the clutch device. It is preferable to determine that there is no such thing.
  • a required torque acquisition means for acquiring the required torque for the driving force source is further provided, and the load determining means is provided to the clutch device when the required torque acquired by the required torque acquisition means is equal to or less than a predetermined value. It is preferable to determine that the load is not applied.
  • a warning means for notifying the driver of the information when the foot-mounted driving determination means determines the foot-mounted driving state.
  • the method of the present disclosure is provided between the driving force source of the vehicle and the transmission, and cuts off the transmission of power from the contact state in which power is transmitted by the driver's depression operation of the clutch pedal through the half-clutch state.
  • the clutch device that can be switched to the disengaged state, it is a determination method for determining whether or not the driver is in the foot-mounted operation state in which the driver puts his / her foot on the clutch pedal to operate, and acquires the half-clutch state of the clutch device. Then, when the clutch device is in the half-clutch state, it is determined whether or not a load equal to or higher than a predetermined value is applied to the clutch device, and when the half-clutch state is acquired, it is determined that the load is applied. On the other hand, when the half-clutch state is acquired, if it is determined that the load is not applied, it is determined that the vehicle is not in the footrest operation state.
  • the vehicle of the present disclosure is provided between the driving force source of the vehicle and the transmission, and cuts off the power transmission from the contact state in which the power is transmitted by the driver's depression operation of the clutch pedal through the half-clutch state.
  • a clutch device and a control device that can be switched to the disengaged state are provided, and the control device acquires a half-clutch state of the clutch device, and the clutch device is in the half-clutch state.
  • FIG. 1 is a schematic overall configuration diagram showing a power transmission system of a vehicle according to the present embodiment.
  • FIG. 2 is a schematic functional block diagram showing a control device according to the present embodiment and related peripheral configurations.
  • FIG. 3 is a flowchart illustrating a determination process of the footrest operation according to the present embodiment.
  • FIG. 1 is a schematic overall configuration diagram showing a power transmission system of the vehicle 1 according to the present embodiment.
  • the vehicle 1 is equipped with an engine 10 as an example of a driving force source.
  • the input shaft 62 of the transmission 60 is connected to the crankshaft 11 of the engine 10 via the clutch device 20.
  • a propeller shaft 13 is connected to the output shaft 63 of the transmission 60.
  • the differential gear device 14 and the left and right drive wheels 16L and 16R are connected to the propeller shaft 13 via the left and right drive shafts 15L and 15R, respectively.
  • the driving force source of the vehicle 1 is not limited to the engine 10, and a traveling motor or a combination thereof may be used. Further, the vehicle 1 may be any of a rear-wheel drive vehicle, a front-wheel drive vehicle, a four-wheel drive vehicle, and an all-wheel drive vehicle.
  • the clutch device 20 is, for example, a dry single plate clutch, and an output side end of the crankshaft 11 and an input side end of the input shaft 62 are arranged in the clutch housing 21.
  • a clutch disc 22 is provided at the input end of the input shaft 62 so as to be movable in the axial direction.
  • the clutch disc 22 includes a damper spring (not shown) and a clutch facing 23.
  • a flywheel 12 is fixed to the output end of the crankshaft 11, and a clutch cover 24 is provided on the rear side surface of the flywheel 12.
  • a pressure plate 25 and a diaphragm spring 26 are arranged between the flywheel 12 and the clutch cover 24.
  • the release fork 28 is provided so as to be swingable around the fulcrum 29.
  • One end side of the release fork 28 is housed in the clutch housing 21, and the other end side is projected to the outside of the clutch housing 21.
  • the release bearing 27 is provided between the inner peripheral edge of the diaphragm spring 26 and one end of the release fork 28, and enables the diaphragm spring 26 and the release fork 28 to rotate relative to each other.
  • the release bearing 27 is moved to the output side (to the right in the figure) by the elastic force of the diaphragm spring 26 when the clutch device 20 switches from the “disengaged state” in which the power transmission is cut off to the “contact state” in which the power is transmitted.
  • the clutch device 20 is switched from the “contact state” to the "disengaged state”
  • it is pushed by the release fork 28 and moved to the input side (leftward in the figure).
  • the clutch device 20 is not limited to the push type shown in the illustrated example, and may be a pull type.
  • a release cylinder 30 is provided on the outside of the clutch housing 21.
  • the release cylinder 30 has a piston 32 that is movably housed inside the cylinder body 31 to partition the hydraulic chamber, and a push whose base end side is fixed to the piston 32 and whose tip end side is in contact with the release fork 28. It includes a rod 33 and a spring 34 provided in the cylinder body 31 to hold the push rod 33 between the piston 32 and the release fork 28.
  • the release cylinder 30 is connected to the master cylinder 40 via a pipe 35.
  • the master cylinder 40 includes a reserve tank 41 for storing hydraulic oil, a piston 43 movably housed inside the cylinder body 42 to partition the hydraulic chamber, and a base end side fixed to the piston 43 and a tip side.
  • a rod 44 connected to the clutch pedal 80 and a return spring 45 provided in the hydraulic chamber to urge the piston 43 are provided.
  • the master cylinder 40 is provided with a clutch stroke sensor 94 (an example of disconnection state acquisition means) capable of detecting the clutch stroke amount S from the movement amount of the rod 44.
  • the transmission 60 is a manual transmission that shifts and operates in response to an operation by the driver of the transmission operating device 82 provided in the driver's cab, and the input shaft 62 and the output shaft 63 are mainly contained in the transmission case 61. , Counter shaft 64, input gear train 65, a plurality of output gear trains 66, a plurality of synchronization devices 70, and the like are provided.
  • the transmission 60 is not limited to the input reduction type shown in the illustrated example, and may be an output reduction type.
  • the input gear train 65 has an input main gear 65A rotatably provided on the input shaft 62 and an input counter gear 65B rotatably provided on the counter shaft 64 and constantly meshing with the input main gear 65A.
  • the input gear row 65 is not limited to one row in the illustrated example, and may be configured to include two rows that function as a splitter capable of switching between low speed and high speed. Further, at least one of the input main gear 65A and the input counter gear 65B may be idle gears that can rotate relative to the shafts 62 and 64. In this case, the synchronization device 70 described later may be provided.
  • the plurality of output gear trains 66 have an output main gear 67 rotatably provided on the output shaft 63 and an output counter gear 68 rotatably provided on the counter shaft 64 and constantly meshing with the output main gear 67. ..
  • the output main gear 67 is selectively synchronously coupled to the output shaft 63 by the synchronous device 70.
  • the output main gear 67 is an idle gear, but the output counter gear 68 may be an idle gear.
  • the synchronization device 70 may be provided on the counter shaft 64 side. Further, although not shown, a synchronization device 70 corresponding to a direct connection stage for connecting the input shaft 62 and the output shaft 63 may be further provided.
  • the synchronization device 70 includes a hub 71 rotatably provided on the output shaft 63, a sleeve 72 having inner peripheral teeth that constantly mesh with the outer peripheral teeth of the hub 71, and a dog gear rotatably provided on the output main gear 67. It includes a 73, a tapered cone portion 74 provided on the dog gear 73, and a synchronizer ring 75 provided between the hub 71 and the dog gear 73.
  • a shift fork 76 fixed to the shift rod 77 is integrally movably engaged with the sleeve 72.
  • the shift rod 77 is connected to the operation lever 83 of the speed change operation device 82 via a shift block 78, a shift lever 79, a link mechanism (not shown), and the like.
  • the shift thrust transmitted via the link mechanism, the shift block 78, the shift rod 77, and the shift fork 76 causes the synchronization device 70.
  • the sleeve 72 shifts in the shift direction.
  • the synchronizer ring 75 is pressed with the shift movement of the sleeve 72, a synchronous load is generated between the synchronizer ring 75 and the tapered cone portion 74.
  • the state in which the sleeve 72 meshes only with the hub 71 is referred to as the "neutral state” of the synchronization device 70. Further, the case where all the synchronization devices 70 are in the neutral state is referred to as the "neutral state" of the transmission 60.
  • the vehicle 1 is provided with various sensors and switches.
  • the engine speed sensor 90 detects the engine speed Ne (or the clutch input speed NC In ) from the flywheel 12 or the crankshaft 11.
  • the accelerator opening sensor 91 detects an accelerator opening Ac (required torque) according to the amount of depression of the accelerator pedal 81.
  • the transmission input rotation speed sensor 92 detects the transmission input rotation speed NT In (or the clutch output rotation speed NC Out ) from the input gear train 65 or the input shaft 62.
  • the transmission output rotation speed sensor 93 detects the transmission output rotation speed NT Out (or vehicle speed V) from the propeller shaft 13 or the output shaft 63.
  • the vehicle speed V may be obtained from the drive wheels 16L, 16R, steering wheels (not shown), or the like.
  • the clutch stroke sensor 94 detects the clutch stroke amount S from the movement amount of the rod 44.
  • the neutral switch 95 (an example of the neutral state acquisition means of the present disclosure) detects the neutral state (ON / OFF) of the synchronization device 70 from the shift movement of the shift rod 77.
  • the clutch switch 96 switches from OFF to ON when the clutch device 20 enters a half-clutch state in which the clutch device 20 begins to shut off power as the clutch pedal 80 is depressed.
  • the detection signals of the sensors 90 to 94 and the switches 95 and 96 are transmitted to the electrically connected control device 100.
  • the vehicle 1 has a shift stroke sensor capable of detecting the shift movement amount of the shift rod 77 or the shift block 78, and the sleeve 72 and the dog gear 73 are completely meshed with each other.
  • a detent switch capable of detecting (detent), a shift position sensor capable of detecting the operation position of the speed change operation device 82, and the like may be further provided.
  • FIG. 2 is a schematic functional block diagram showing the control device 100 according to the present embodiment and related peripheral configurations.
  • the control device 100 is, for example, a device that performs calculations such as a computer, and is a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input port, and an output port connected to each other by a bus or the like. And so on, and execute the program.
  • a CPU Central Processing Unit
  • ROM Read Only Memory
  • RAM Random Access Memory
  • control device 100 executes a program to execute a half-clutch determination unit 110 (an example of a half-clutch acquisition means), a clutch load determination unit 120 (load determination means), and a footrest operation determination unit 130 (footrest operation determination means). It also functions as a device (an example of a determination device) provided with a warning processing unit 140 (an example of a warning means).
  • a half-clutch determination unit 110 an example of a half-clutch acquisition means
  • clutch load determination unit 120 load determination means
  • footrest operation determination unit 130 footrest operation determination means
  • a warning processing unit 140 an example of a warning means
  • the half-clutch determination unit 110 determines whether the clutch device 20 is in the half-clutch state based on the detection signals of the engine rotation speed sensor 90, the transmission input rotation speed sensor 92, the transmission output rotation speed sensor 93, the clutch switch 96, and the like. Judge whether or not. Specifically, in the half-clutch determination unit 110, the vehicle speed V exceeds a predetermined threshold speed (for example, the speed during low-speed traveling using the half-clutch: about 15 km / h), and the engine speed Ne is predetermined. The rotation speed difference between the clutch input rotation speed NC In and the clutch output rotation speed NC Out is the predetermined threshold rotation speed (for example, about 50 rpm) or more. Moreover, when the clutch switch 96 is ON, the clutch device 20 is determined to be in the half-clutch state.
  • a predetermined threshold speed for example, the speed during low-speed traveling using the half-clutch: about 15 km / h
  • the engine speed Ne is predetermined.
  • the determination of the half-clutch state is not limited to the method using these detection signals, and various determination methods such as a method of determining based on other sensors such as the clutch stroke amount S can be used.
  • the determination result by the half-clutch determination unit 110 is transmitted to the footrest operation determination unit 130.
  • the clutch load determination unit 120 determines whether or not a predetermined load (damage) or more is applied to the friction engaging element such as the clutch facing 23 of the clutch device 20 when the clutch device 20 is in the half-clutch state.
  • the clutch load determination unit 120 does not apply a load exceeding a predetermined value to the clutch device 20 even in the half-clutch state.
  • the clutch load determination unit 120 determines whether a predetermined load or more is applied to the clutch device 20 due to the half-clutch state.
  • the detection signal of the neutral switch 95 is The determination may be made based on the switching from OFF to ON. Whether or not the transmission 60 is in the neutral state may be determined based on the detection signals of the detent switch, the shift stroke sensor, the shift position sensor, etc., or the input shaft and the output shaft of the transmission 60, respectively. The determination may be made based on the number of rotations.
  • the clutch device 20 when the clutch stroke amount S acquired by the clutch stroke sensor 94 is larger than a predetermined threshold stroke amount (for example, a value set based on the play of the clutch pedal 80), the clutch device 20 It may be determined that is completely disconnected. Whether or not the clutch device 20 is completely disengaged is determined based on the detection signals of the clutch switch 96 and other sensors capable of detecting the stroke amount of the clutch disc 22 or the release bearing 27. May be good.
  • a predetermined threshold stroke amount for example, a value set based on the play of the clutch pedal 80
  • the control device 100 changes to the engine 10. The determination may be made based on the transmitted instruction signal.
  • the determination result by the clutch load determination unit 120 (load is applied / no load is applied) is transmitted to the footrest operation determination unit 130.
  • the foot-mounted operation determination unit 130 drives the driver by placing his / her foot on the clutch pedal 80 while the vehicle is running. It is determined whether or not the vehicle is in the so-called footrest operation state.
  • the warning processing unit 140 transmits an instruction signal for displaying a warning on the display device 200 in the driver's cab.
  • the warning method is not limited to the display by the display device 200, and may be performed by voice from a speaker or the like.
  • the warning by the warning processing unit 140 preferably ends when the footrest operation determination unit 130 switches the footrest operation flag F from ON to OFF. In this way, by appropriately informing the driver of the footrest operation in which the clutch device 20 is damaged, early wear of the clutch facing 23 and the like can be effectively suppressed.
  • This routine preferably starts with the start of the engine 10 (or the running of the vehicle 1) and ends with the stop of the engine 10 (or the stop of the vehicle 1).
  • step S100 it is determined whether or not the clutch device 20 is in the half-clutch state. Specifically, the vehicle speed V exceeds a predetermined threshold speed, the engine speed Ne is equal to or higher than the predetermined threshold speed, and the clutch input speed NC In and the clutch output speed NC Out When the rotation speed difference is equal to or greater than a predetermined threshold rotation speed and the clutch switch 96 is ON, the clutch device 20 is determined to be in the half-clutch state. If the clutch device 20 is in the half-clutch state (Yes), this control proceeds to the process of step S110, and if the clutch device 20 is not in the half-clutch state (No), this control proceeds to step S120.
  • step S110 it is determined whether or not a predetermined load or more is applied to the clutch device 20 when the clutch device 20 is in the half-clutch state. Specifically, whether (1) the transmission 60 is in the neutral state, (2) the clutch device 20 is completely disengaged, or (3) there is no required torque for the engine 10 is satisfied. Is determined.
  • step S150 determines that a load equal to or greater than a predetermined value is applied to the clutch device 20, and in step S160, the footrest operation flag.
  • step S170 a warning is executed in step S170, and the process returns to the determination process in step S100.
  • the clutch device 20 exemplifies a dry single plate clutch, but it can be widely applied to other clutch devices that engage and disengage in response to a driver's operation.
  • the gear arrangement of the transmission 60 and the like are not limited to the illustrated examples, and can be widely applied to transmissions having other configurations.
  • the present invention has the effect of being able to effectively determine between a footrest operation in which a load is applied to the clutch device and a footrest operation in which a load is not applied to the clutch device. It is useful.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

La présente invention comprend : une unité (110) d'acquisition d'embrayage en demi-prise, permettant d'acquérir un état d'embrayage en demi-prise d'un dispositif embrayage (20) ; une unité (120) de détermination de charge, permettant de déterminer si une charge supérieure ou égale à une charge prescrite a été appliquée au dispositif embrayage (20) lorsque le dispositif embrayage (20) est en état d'embrayage en demi-prise ; et une unité (130) de détermination de conduite avec le pied sur la pédale, permettant de déterminer l'existence d'un état de conduite avec le pied sur la pédale lorsqu'un état d'embrayage en demi-prise a été acquis par l'unité (110) d'acquisition d'embrayage en demi-prise et que l'unité (120) de détermination de charge détermine qu'une charge est appliquée, et de déterminer l'inexistence d'un état de conduite avec le pied sur la pédale lorsqu'un état d'embrayage en demi-prise a été acquis par l'unité (110) d'acquisition d'embrayage en demi-prise et que l'unité (120) de détermination de charge détermine qu'une charge n'est pas appliquée.
PCT/JP2021/000608 2020-01-29 2021-01-12 Dispositif et procédé de détermination, et véhicule associé WO2021153202A1 (fr)

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JP2020-012167 2020-01-29
JP2020012167A JP7176542B2 (ja) 2020-01-29 2020-01-29 判定装置及び、判定方法

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WO2021153202A1 true WO2021153202A1 (fr) 2021-08-05

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60234131A (ja) * 1984-05-08 1985-11-20 Diesel Kiki Co Ltd 車輛用クラツチ制御装置
JPH10318288A (ja) * 1997-05-23 1998-12-02 Denso Corp 自動クラッチ制御装置
JP2003254356A (ja) * 2002-03-04 2003-09-10 Toyota Motor Corp 車両用クラッチの制御装置
JP2018119665A (ja) * 2017-01-27 2018-08-02 いすゞ自動車株式会社 警告装置
JP2019070411A (ja) * 2017-10-10 2019-05-09 トヨタ自動車株式会社 クラッチ制御装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60234131A (ja) * 1984-05-08 1985-11-20 Diesel Kiki Co Ltd 車輛用クラツチ制御装置
JPH10318288A (ja) * 1997-05-23 1998-12-02 Denso Corp 自動クラッチ制御装置
JP2003254356A (ja) * 2002-03-04 2003-09-10 Toyota Motor Corp 車両用クラッチの制御装置
JP2018119665A (ja) * 2017-01-27 2018-08-02 いすゞ自動車株式会社 警告装置
JP2019070411A (ja) * 2017-10-10 2019-05-09 トヨタ自動車株式会社 クラッチ制御装置

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JP2021116902A (ja) 2021-08-10

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