JPS633174B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention automatically suspends engagement of the clutch when the clutch is engaged and the clutch is in a half-engaged state where the engine speed decreases as the engine load increases. The present invention relates to an improvement of a clutch control device for an automobile.

As this type of clutch control device, the applicant has
First, we propose the following: That is, the negative pressure chamber of the diaphragm device connected to the clutch engagement/disconnection operation member, for example, the clutch release fork, is opened to the atmosphere, and the clutch release fork is operated in the clutch connecting direction, and the negative pressure chamber of the diaphragm device is opened to the atmosphere. A holding valve is interposed in the passage opened to the atmosphere, and when the clutch is in a half-clutch state where the engine speed decreases as the engine load increases, the holding valve cuts off the passage and temporarily stops the clutch connection. (Japanese Patent Application No. 56-66269 (Japanese Unexamined Patent Publication No. 182530)
No. 138886 (Japanese Unexamined Patent Publication No. 58-39821) (see specification and drawings, etc.).

However, in the above-mentioned proposal, when the clutch is in a half-clutch state, the negative pressure trapped in the negative pressure chamber of the diaphragm device by the holding valve leaks to the outside from the weak part due to the reduced durability of the diaphragm device. If the sealing performance of the holding valve deteriorates and intake negative pressure gradually enters the negative pressure chamber of the diaphragm device from the gap in the valve part, the clutch should be kept in a temporarily stopped state in a stable manner. I can't. For example, in the former case, external leakage of negative pressure will cause the clutch to become too tightly seated, increasing engine load and impairing the effectiveness of temporarily stopping the clutch. In the latter case, the introduction of negative intake pressure into the negative pressure chamber of the diaphragm device causes the clutch release fork to move in the direction of disengaging the clutch, causing the clutch to become too far apart, causing the clutch to connect after being released from the half-clutch state. Occasionally, a sudden connection occurs and the engine stalls.

In view of this, the present invention corrects stroke fluctuations of an actuator, such as a diaphragm device, which has stopped at a predetermined stroke position when the clutch is in the half-clutch state. By stably holding the clutch at a predetermined stroke position, even if the actuator's durability deteriorates or the holding valve's sealing performance deteriorates, it always maintains an appropriate half-clutch state.
The purpose is to enable smooth starting and shifting.

Therefore, the present invention provides an actuator that operates a clutch engagement operation member provided between the output shaft of the engine and the input shaft of the transmission in the clutch connection direction, and an actuator that operates the clutch engagement operation member provided between the output shaft of the engine and the input shaft of the transmission. a discrimination circuit that generates an output; a control means that receives the output of the discrimination circuit and stops the operation of the actuator in the clutch connection direction midway; a sensor that detects the stroke of the actuator; and a sensor that receives the output of the discrimination circuit. During this time, the stroke signal value of the sensor when receiving the output from the discrimination circuit is used as a reference value, and the deviation between the stroke signal from the sensor and the reference value is corrected, and the stroke of the actuator is maintained at the stop position. The actuator is provided with a correction means to maintain the actuator at a predetermined stroke position when the clutch is in a half-clutch state.

Hereinafter, the present invention will be described in detail based on embodiments shown in the drawings.

Figure 1 shows a case in which the present invention is applied to a so-called semi-auto clutch type clutch control device, in which the clutch is disengaged when the shift knob of the shift lever is grasped, and the clutch begins to be engaged when the shift knob is released after the shift is completed. An example is shown below.

In Fig. 1, 1 is an engine, 2 is a transmission,
3 is a clutch provided between the output shaft 1a of the engine 1 and the input shaft 2a of the transmission 2, and the clutch 3 is connected to a flywheel 4 provided at the end of the output shaft 1a of the engine 1. has a clutch disk 3a on the side surface of the clutch disk 3a, and the clutch disk 3a has a
The clutch disc 3a is pressed forward by the biasing force of a disc spring 5 disposed through a pressure plate 3b at the rear of the clutch disc 3a, and is constantly pressed against the flywheel 4. Further, behind the disc spring 5, a clutch release fork 7 constituting an intermittent operation member whose one end is connected to the release collar 6 is provided.
is provided, and by rotating the clutch release fork 7 in the counterclockwise direction in FIG. While the clutch disc 3a is released from the flywheel 4 and the clutch 3 is disconnected, the clutch release fork 7 is rotated clockwise in FIG. 1 to return the disc spring 5 to its original state and the clutch disc The clutch 3 is connected by pressing the clutch 3a against the flywheel 4.

Further, a diaphragm device 10 constituting an actuator for operating the clutch release fork 7 in the clutch connecting direction is connected to the tip of the clutch release fork 7 of the clutch 3. The diaphragm device 10 has an atmospheric chamber 10b and a negative pressure chamber 10c divided by a diaphragm 10a, and the diaphragm 10a is connected to the tip of the clutch release fork 7 via a link 10d. , negative pressure chamber 1
0c has a compressed spring 10e inside, and is connected to the intake passage 1 via the negative pressure introduction passage 11.
It is connected to the downstream side of the throttle valve 13 of No. 2. A three-way solenoid valve 14 and a holding valve 15 are interposed in the negative pressure introduction path 11. The three-way solenoid valve 1
4 has a valve body 4d that switches the negative pressure chamber side communication port 14a to selectively communicate with the intake passage side communication port 14b and the atmosphere opening port 14c, and when the three-way solenoid valve 14 is not energized, By closing the atmosphere opening port 14c with the valve body 14d and opening the intake passage side communication port 14b to introduce the intake negative pressure downstream of the throttle valve 13 in the intake passage 12 into the negative pressure chamber 10c of the diaphragm device 10, the diaphragm 10a is activated by the spring. The biasing of the diaphragm 10a causes the clutch release fork 7 to rotate in the clutch disengagement direction (counterclockwise in FIG. 1) via the link 10d, thereby releasing the clutch 3. On the other hand, during excitation, the intake passage side communication port 14b is closed by the valve body 14d.
c to open the negative pressure chamber 10c of the diaphragm device 10.
By opening the diaphragm 10a to the atmosphere, the diaphragm 10a of the diaphragm device 10 is connected to the spring 10e.
The clutch 3 is connected by biasing the clutch release fork 7 forward in the figure by a spring force, and rotating the clutch release fork 7 in the clutch connection direction (clockwise in FIG. 1) in the opposite direction to the above. The holding valve 15 also includes a valve body 15a that opens and closes the negative pressure introduction path 11.
The holding valve 15 is energized to open the valve body 15a.
By closing the negative pressure introduction path 11, the opening of the negative pressure chamber 10c of the diaphragm device 10 to the atmosphere when the three-way solenoid valve 14 is energized is stopped. It constitutes a control means for stopping the operation midway through. Note that 16 is a check valve provided in the negative pressure introduction path 11, and 17 is an accumulator provided in the negative pressure introduction path 11.

Furthermore, 18 is a control circuit for controlling the operation of the three-way solenoid valve 14 and the holding valve 15,
The control circuit 18 includes a vehicle speed pulser 19 that detects the vehicle speed by detecting the rotational speed of the transmission main shaft 2b in order to control the clutch 3 intermittently, and an accelerator pedal 20 that operates in conjunction with the carburetor throttle valve 13. The accelerator switch 21 detects that the shift knob 22a of the shift lever 22 is pressed and generates an activation signal, and the clutch switch 23 generates an activation signal when the shift knob 22a of the shift lever 22 is pressed. A gear switch 24 that detects engagement and generates an activation signal is connected to the gear switch 24, and an engine rotation speed pulser that detects the rotation speed of the engine 1 in order to temporarily stop the engagement of the clutch 3 when the clutch is in a half-engaged state. 25 is connected to a clutch rotation speed pulser 26 that detects the rotation speed of the clutch 3, and is fixed to the tip of the clutch release fork 7 in order to maintain the stroke of the clutch 3 at a predetermined value when the clutch is in a half-clutch state. A sensor 27 (hereinafter referred to as a stroke sensor) made of a variable resistor having a movable contact 27a is connected thereto. The stroke sensor 27 is provided so that its resistance value increases as the diaphragm device 10 operates in the clutch-connecting direction, and conversely, the resistance value decreases as the diaphragm device 10 operates in the clutch-unconnecting direction. The stroke of the diaphragm device 10 is converted into a corresponding resistance value and detected.

As shown in FIG. 2, the control circuit 18 is provided with a clutch connection command circuit 28 and a three-way solenoid valve excitation circuit 29. The clutch connection command circuit 28 receives a vehicle speed signal from the vehicle speed pulser 19 and operation signals from the accelerator switch 21, clutch switch 23, and gear switch 24, and controls the gears of the transmission 2 to be engaged by a shift operation at the time of starting and shifting. After the clutch is engaged, when the user releases the shift knob 22a and depresses the accelerator pedal 20, a clutch connection command signal for connecting the clutch 3 is generated. The three-way solenoid valve excitation circuit 29 receives a clutch connection command signal from the clutch connection command circuit 28, and excites the three-way solenoid valve 14 upon receiving the clutch connection command signal.

Further, the control circuit 18 includes a discrimination circuit 30 and a holding valve excitation circuit 31 therein. The discrimination circuit 30 receives the engine speed signal from the engine speed pulser 25 and the clutch speed signal from the clutch speed pulser 26, detects the negative rate of change in the engine speed when the clutch is engaged, and detects the negative rate of change in the engine speed when the clutch is engaged. It determines that the clutch is in a half-clutch state at the time of detection and generates an output. Further, the holding valve excitation circuit 31 receives the output from the discriminating circuit 30 via a correction circuit 32, which will be described later, and excites the holding valve 15 upon receiving the output.

The control circuit 18 has a correction circuit 32 between the discrimination circuit 30 and the holding valve excitation circuit 31. The correction circuit 32 always receives the stroke signal from the stroke sensor 27, and when it starts receiving the output from the discrimination circuit 30, sets the stroke signal value at that time as a reference value, and uses the reference value as a reference value for subsequent stroke signals. If a deviation occurs between the two, the output from the discrimination circuit 30 is blocked from being input to the holding valve excitation circuit 31,
The three-way solenoid valve excitation circuit 29 generates a clutch connection command signal for connecting the clutch 3 or a clutch release command signal for disengaging the clutch 3.
This is what is output to. That is, the correction circuit 3
2, when the deviation occurs, the input of the output from the discrimination circuit 30 to the holding valve excitation circuit 31 is blocked to de-energize the holding valve 15 and open the negative pressure introduction path 11, and when the stroke signal is smaller than the reference value, , Excite the three-way solenoid valve 14 by outputting the clutch connection command signal to the three-way solenoid valve excitation circuit 29,
By opening the negative pressure chamber 10c of the diaphragm device 10 to the atmosphere via the negative pressure introduction path 11, the stroke of the diaphragm device 10 is increased and the stroke signal from the stroke sensor 27 is increased, while the stroke signal is the reference value. When the clutch disengagement command signal is output to the three-way solenoid valve excitation circuit 29, the three-way solenoid valve 14 is de-energized and the diaphragm device 1 is activated via the negative pressure introduction path 11.
By introducing negative intake pressure into the zero negative pressure chamber 10c, the stroke of the diaphragm device 10 is made smaller, the stroke signal from the stroke sensor 27 is made smaller, and the deviation between the stroke signal and the reference value is corrected. Therefore, while receiving the output of the discrimination circuit 30, the correction circuit 32 uses the stroke signal value of the stroke sensor 27 at the time of receiving the output from the discrimination circuit 30 as a reference value. A correction means is configured to correct the deviation between the stroke signal from the reference value and the reference value, and maintain the stroke of the diaphragm device 10 at the stop position controlled by the control means.

In this embodiment, when the clutch is in a half-clutch state where the engine speed is decreasing, the output of the discrimination circuit 30 is input to the clutch connection command circuit 28 (indicated by the broken line arrow in FIG. 2), and the clutch is connected. Generation of a clutch connection command signal from the command circuit 28 is prevented.

Next, the operation of the above embodiment will be explained.
When the shift knob 22a is gripped and the shift lever 22 is shifted to the first gear shift position by the shift operation, and then the shift knob 22a is released and the accelerator pedal 20 is depressed, a clutch connection command signal is sent from the clutch connection command circuit 28. is generated and output to the three-way solenoid valve excitation circuit 29. Therefore, the three-way solenoid valve 14 is excited by the three-way solenoid valve excitation circuit 29, and the negative pressure chamber 10c of the diaphragm device 10 is opened to the atmosphere. As a result, the clutch release fork 7 rotates in the clutch connection direction (clockwise in FIG. 1) and the clutch 3 begins to be connected, resulting in automatic start.

Thereafter, when the clutch 3 is connected, the engine load increases and the engine speed decreases, and when the clutch reaches a half-clutch state, an output is generated from the discrimination circuit 30 that detects the decrease (negative rate of change) in the engine speed. As a result, the correction circuit 32 operates and sets the stroke signal value from the stroke sensor 27 at the time when the output from the discrimination circuit 30 is generated as a reference value. At the same time, the holding valve excitation circuit 3
1 is activated, the holding valve 15 is energized, the negative pressure introduction path 11 is closed by the holding valve 15, and the diaphragm device 10 is activated by the energization of the three-way solenoid valve 14.
The negative pressure chamber 10c is prevented from being released to the atmosphere (at this time, the output of the discrimination circuit 30 is input to the clutch connection command circuit 28, so that the generation of the clutch connection command signal is stopped and the three-way solenoid valve By stopping the excitation circuit 29, the three-way solenoid valve 14
is in a de-energized state). Due to this,
The diaphragm device 10 stops operating at the stroke position at the beginning of the engine speed drop, and the clutch release fork 7 also stops operating while being rotated by a predetermined angle.
will stop at a position where it is partially pressed against the flywheel 4.

Thereafter, the negative pressure trapped in the negative pressure chamber 10c of the diaphragm device 10 due to the closing operation of the holding valve 15 may leak to the outside from a weak portion of the diaphragm device due to a decrease in the durability of the diaphragm device, or Due to the reduced sealing performance, the intake negative pressure in the intake passage 12 is transferred to the diaphragm device 1 through the negative pressure introduction path 11.
If the stroke of the diaphragm device 10 gradually fluctuates from the reference stroke value and a deviation occurs, the correction circuit 32
is activated, the output of the discrimination circuit 30 is prevented from being input to the holding valve excitation circuit 31, and a clutch connection command signal or a clutch disengagement command signal is generated from the correction circuit 32 to activate the three-way solenoid valve excitation circuit. 29. Therefore, the holding valve 15 is de-energized and the negative pressure introduction path 11 is opened, and the three-way solenoid valve 14 is energized or de-energized by the activation or deactivation of the three-way solenoid valve excitation circuit 29, and the diaphragm device 10 By opening the negative pressure chamber 10c to the atmosphere or introducing negative pressure into the negative pressure chamber 10c, the stroke of the diaphragm device 10 is corrected to increase or decrease according to the above deviation, and reaches the reference stroke value set at the initial stage of the engine speed drop. It will be corrected. When the reference stroke value is reached, the correction circuit 32 becomes inactive, and the generation of the clutch connection and disengagement command signals from the correction circuit 32 is stopped, and at the same time, the output of the discrimination circuit 30 again excites the holding valve. By being input to the circuit 31, the negative pressure introduction path 11 is closed, and the diaphragm device 10
The stroke is again held at the reference value.

Thereafter, by repeating this process, the stroke of the diaphragm device 10 will always be stably maintained at the reference value. As a result, clutch 3
are always maintained in a properly half-clutched state without being too far apart or too close together. that time,
While receiving the output of the discrimination circuit 30 that detects a negative rate of change in engine speed, the correction circuit 32 adjusts the stroke position of the stroke sensor 27 using the stroke position of the stroke sensor 27 at the time of receiving the output from the discrimination circuit 30 as a reference value. Since the deviation between the stroke signal from 27 and the reference value is corrected, more specifically,
Because the stroke of the diaphragm device 10, which is temporarily held at the stop position mid-stroke due to a decrease in the durability of the diaphragm device 10, is constantly compensated for and held at the stop position, the clutch 3 can always maintain an appropriate half-clutch state without being too far apart or too close together.

Then, when the engine speed increases again due to the stable maintenance of the half-clutch state, the discriminator circuit 30 stops generating output, the holding valve 15 becomes de-energized, the negative pressure introduction path 11 is opened, and the clutch connection command is issued. Re-generation of the clutch engagement command signal from circuit 28 activates three-way solenoid valve excitation circuit 29 to energize three-way solenoid valve 14. As a result, the negative pressure chamber 1 of the diaphragm device 10
0c is opened to the atmosphere again, the stroke of the diaphragm device 10 becomes larger, and the clutch release fork 7 rotates further to bring the clutch disk 3a into complete contact with the flywheel 4. As a result, the connection of the clutch 3 is completed, and smooth starting and gear shifting are performed.

Next, a specific circuit of the control circuit 18 is shown in FIG.

In FIG. 3, the clutch connection command circuit 28
The vehicle speed signal from the vehicle speed pulser 19 is converted into a voltage signal by the frequency-to-voltage converter 33, and then the reference voltage (resistance) corresponding to a predetermined speed is converted by the comparator 34.
The H level output when it is lower than the _reference voltage is used as a low speed signal, and the low speed signal and the acceleration signal from the accelerator switch 21 are connected to an AND gate 36 via an OR gate 35. output to the first input of the AND gate 3.
The actuation signals from the clutch switch 23 and the gear switch 24 are input to the second and third inputs of the AND gate 36, respectively, and the H level output from the AND gate 36 is used as a clutch connection command signal, and the clutch connection command signal is discriminated. The output of the circuit 30 is outputted to the three-way solenoid valve excitation circuit 29 via an AND gate 37 having a first input and a gate 56 to be described later. In addition, the three-way solenoid valve excitation circuit 29
is constructed so that the excitation coil 14e of the three-way solenoid valve 14 is excited by the ON operation of the transistor _Tr1 , which is turned ON in response to the clutch connection command signal.

Further, the discrimination circuit 30 converts the engine speed signal from the engine speed pulser 25 into a voltage using a first frequency-voltage converter 38, and converts the engine speed signal from the engine speed pulser 25 into a voltage, and
After being differentiated by , the first comparator 40 compares the clutch rotation speed signal with zero voltage, and the clutch rotation speed signal from the clutch rotation speed pulser 26 is converted into a voltage by a second frequency-voltage converter 41. At 42, compared with the engine speed signal from the first frequency-voltage converter 38, the engine speed differentiated by the differentiating circuit 39 is compared with the engine speed signal from the first frequency-voltage converter 38 when the clutch is engaged, and the clutch speed increases and decreases with the engine speed. When the engine speed increases and the speed signal is higher than zero voltage, the exclusive OR gate 43
The output becomes L level, and this L level is output to the AND gate 37 of the clutch connection command circuit 28. On the other hand, when the engine speed decreases below zero voltage, that is, when the clutch is in a half-clutch state, the exclusive OR gate 43 The output of is set to H level,
This H level output is output to the correction circuit 32. Further, the holding valve excitation circuit 31 excites the excitation coil 15b of the holding valve 15 by turning ON the transistor Tr ₂ , which turns ON in response to a signal output from the correction circuit 32 when the H level output from the discrimination circuit 30 is generated. is configured to do so.

In addition, the correction circuit 32
After the stroke signal from 7 is amplified by an amplifier 44, it is divided into two parts, and one is sent to a reference value setting circuit 46 consisting of a first gate 45, an integrating circuit 46a, and an amplifier 46b, and the first difference is set as a reference value _e1. While outputting it to the dynamic amplifier 47 and the second differential amplifier 48, the other one is output to the first differential amplifier 48 as the current value _e2 .
and is output to the second differential amplifiers 47 and 48, and the first differential amplifier 47 calculates e ₁ - e ₂ and the second differential amplifier 48 calculates e ₂ - e ₁ , and the calculation results are obtained. are compared with reference voltages set by resistors R ₂ and R ₃ by a first comparator 49 and a second comparator 50, respectively. When receiving the H level output of the discrimination circuit 30, the Q output of the D flip-flop 51 becomes L level, thereby blocking the first gate 45 and fixing the reference value set by the reference value setting circuit 46. and the first and second
When the outputs of the comparators 49 and 50 become L level, the first AND gate 52 generates an H level, and outputs this H level output to the holding valve excitation circuit 31. Thereafter, as the stroke of the diaphragm device 10 changes, the current value _e2 deviates from the reference value _e1 , and if _e2 < _e1 , the output of the first comparator 49 becomes H level. By this, the
At the same time that the output of the 1AND gate 52 becomes L level, the output of the second AND gate 53 becomes H level, and this H output is outputted as a clutch connection command signal to the three-way solenoid valve excitation circuit 29 via the second gate 54, If e ₂ > e ₁ , the second comparator 5
By the output of 0 becoming H level, the 1st AND
At the same time the output of the gate 52 becomes L level, the
The output of the 2AND gate 53 becomes L level, and this L level is outputted to the three-way solenoid valve excitation circuit 29 via the second gate 54 as a clutch release command signal. In addition, the second gate 5
4 is the first signal when receiving the output from the discrimination circuit 30.
Upon receiving the H signal from the 3AND gate 55, the
This allows passage of clutch connection and separation command signals from the 2AND gate 53. Further, the gate 56 of the clutch connection command circuit 28 receives the H signal from the third AND gate 55 of the correction circuit 32 and blocks passage of the clutch connection command signal.

As explained above, the clutch control device for an automobile according to the present invention includes a sensor that detects the stroke of the actuator that operates the clutch discontinuation operation member in the clutch connecting direction, and a sensor that detects the stroke of the actuator that operates the clutch engagement member in the clutch connecting direction, and By using a correction means that corrects the stroke deviation of the stopped actuator according to the stroke signal of the sensor, the actuator is always stably held at a predetermined stroke position when in a half-clutch state, so that an appropriate half-clutch state can be achieved. can be maintained reliably at all times, which in turn allows for smooth starting and shifting.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention, and FIG. 1 is a general schematic diagram, FIG. 2 is a block diagram of a control circuit, and FIG. 3 is a block diagram of a control circuit.
The figure is an electric circuit diagram showing a specific circuit of the control circuit. 1...Engine, 1a...Output shaft, 2...Transmission, 2
a... Input shaft, 3... Clutch, 7... Clutch release fork (intermittent operation member), 10... Diaphragm device (actuator), 15... Holding valve (control means), 27... Sensor, 30... Discrimination circuit.

Claims (1)

[Scope of Claims] 1. An actuator that operates a clutch engagement operation member provided between an output shaft of an engine and an input shaft of a transmission in a clutch connection direction, and an actuator that detects a negative rate of change in engine speed. a discriminating circuit that generates an output from the discriminating circuit; a control means that receives the output of the discriminating circuit and stops the operation of the actuator in the clutch connecting direction midway; a sensor that detects the stroke of the actuator; and a sensor that detects the stroke of the actuator; During reception, the stroke signal value of the sensor when receiving the output from the discrimination circuit is used as a reference value, and the deviation between the stroke signal from the sensor and the reference value is corrected, and the stroke of the actuator is adjusted at the stop position. 1. A clutch control device for an automobile, comprising: a correction means for holding a clutch. 2. An automobile clutch control device according to claim 1, wherein the sensor is a variable resistor.