JPH0578698B2 - - Google Patents

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a clutch control device, and more particularly, to a clutch control device in which a dry plate type clutch is driven and controlled using an actuator such as an air cylinder. It is related to the device.

[Conventional technology]

In order to automate the connection operation of vehicle clutches, various clutch control devices have been proposed in which a hydraulic actuator is connected to a dry plate clutch and the hydraulic actuator is electrically controlled by a solenoid valve or the like. There is. By the way, in this type of clutch control device, in order to maintain predetermined clutch control characteristics, data regarding the operation range of the clutch plate in which a half-clutch operation is to be performed, that is, the stroke position from the start to the end of connection of the clutch plate is collected. It is set to the control device.

[Problem that the invention seeks to solve]

However, according to such a conventional clutch control device, the half-clutch range changes due to wear, conversion, adjustment, etc. of the clutch plate, and also changes due to changes in the control unit, changes in the potentiometer for detecting the clutch stroke position, and changes over time. Since the range changes further due to changes, etc., it is necessary to frequently update the data regarding the half-clutch range set in the control device in response to these changes. However, such data changes are troublesome and have the disadvantage of increasing maintenance costs. Therefore, a clutch control device has been proposed that automatically monitors changes in the half-clutch range and updates data regarding the half-clutch range as appropriate, but it is not possible to detect the exact clutch engagement start position. The data regarding the half-clutch range obtained from the detection results were also inaccurate.

[Means for solving problems]

The present invention has been made in view of these points, and includes an actuator for driving a clutch device,
A first solenoid valve disposed in a fluid supply passage to the actuator, a second solenoid valve disposed in a fluid discharge passage from the actuator, and a clutch stroke position detector for detecting the stroke position of the clutch device. The clutch device is brought into the disconnected state by opening the first solenoid valve to supply fluid to the actuator, and the clutch device is brought into the connected state by opening the second solenoid valve to discharge fluid from the actuator. In this clutch control device, when the clutch device is engaged under predetermined conditions, periodic pulses are generated to intermittently control the second solenoid valve, and the stroke position of the clutch device is gradually displaced with each pulse. The difference between the previous stroke position Ln _-1 and the current stroke position Ln of the clutch device, which is displaced for each pulse generated by the pulse generating means, is determined as the displacement amount ΔLn, and this determined displacement amount ΔLn
and _{the maximum displacement ΔLnax of the displacement ΔLn found so far, and if ΔLn is less than or equal to ΔLnax and} the difference is greater than or equal to a predetermined judgment value C, then the stroke position Ln is determined. Clutch connection start determining means for determining the clutch connection start stroke position of the clutch device.

[Effect]

Therefore, according to the present invention, each time the second solenoid valve is intermittently controlled, the displacement amount ΔLn between the previous stroke position and the current stroke position of the clutch device is determined, and this determined displacement amount ΔLn is the maximum displacement. If the amount ΔL _nax or less and the difference is greater than or equal to the determination value C, the stroke position Ln at that time is determined to be the clutch connection start stroke position.

〔Example〕

Hereinafter, the clutch control device according to the present invention will be explained in detail. FIG. 2 is a schematic diagram showing an embodiment of this clutch control device applied to a vehicle. In the figure, reference numeral 1 denotes a clutch device disposed between the output rotating shaft of the engine 2 and the input shaft of the drive wheel device 3. This clutch device 1 is provided with a clutch control device 4 for the purpose of automatically connecting the clutch device, and the operating lever 1a of the clutch device 1 is equipped with an air cylinder as an actuator for driving the clutch device 1. A device 5 is connected. The air cylinder device 5 includes an air cylinder 6 and an operating rod 7, and a compression coil spring 8 is disposed between the inner bottom surface of the air cylinder 6 and the piston 7a of the operating rod 7 in a cylinder chamber 5a on the left side in the figure. The operating rod 7 is always biased in the A direction by the force of the compression coil spring 8. The left end of the operating rod 7 and the other end of the operating lever 1a, which is rotatably provided via the fixed fulcrum 1b, are always spring-biased in the B direction (clutch connecting direction) by the force of the compression coil spring 8. This spring biasing force keeps the clutch device 1 in a constantly connected state. Further, a clutch stroke position detection sensor 9 consisting of a potentiometer is provided on the right end side of the operating rod 7, and the clutch stroke position detection sensor 9 detects the sliding movement position of the operating rod 7. The clutch stroke position of the clutch device 1 is detected functionally. That is, the clutch stroke zero reference position of the clutch device 1 is defined as the time when the operating rod 7 is in the sliding position toward the right hand side against the clutch device 1.

On the other hand, one end of a pneumatic pipe 10 is fixedly connected to the pressure receiving cylinder chamber 5b of the air cylinder device 5, and the other end of the pneumatic pipe 10 is connected to an output port of a normally closed solenoid valve 11, and a normally closed solenoid valve 12 and an input port of the normally open solenoid valve 13. The input port of the solenoid valve 11 communicates with the compressor 15 via the air tank 14, and the output ports of the solenoid valves 12 and 13 are open. Therefore, when all the solenoid valves 11, 12, and 13 are deenergized, the pressure inside the pressure receiving cylinder chamber 5b is approximately equal to atmospheric pressure, and the operating rod 7 is moved toward the right by the biasing force of the compression coil spring 8. At this time, the clutch device 1 is fully connected. The position of the operating rod 7 of the cylinder device 5 in the figure shows the state at this time.

By the way, the solenoid valve 11 arranged in this way,
12, 13 excitation coils 11a, 12a, 13a
are the output terminals 16a, 16b, of the control unit 16,
16c, and this control unit 16
Input terminals 16e, 16f, 16g, 16h, 1
6i, 16j and 16k are equipped with an engine rotation sensor 17 and a countershaft rotation sensor 1, respectively.
8, a vehicle speed sensor 19, an accelerator sensor 20 consisting of a potentiometer that detects the amount of opening of a throttle valve (not shown), a gear position detection sensor 21 that sends out a signal according to the gear position, A start detection sensor 22 that sends a level signal and the aforementioned clutch stroke position detection sensor 9 are connected. Based on these input signals, the control unit 16 then
Each solenoid valve 1 is arranged so that the clutch device 1 is connected at an operating speed corresponding to at least the speed of the engine.
Drive signals for controlling the opening and closing of clutches 1, 12 and 13 are sent from output terminals 16a, 16b and 16c, thereby automatically controlling the clutch device 1.

That is, when the clutch device 1 is disconnected, a signal is sent from the output terminals 16a and 16c, so that the solenoid valve 11 opens and the solenoid valve 13 closes. Therefore, compressor 15
The compressed air is introduced into the pressure receiving cylinder chamber 5b of the air cylinder device 5 through the air tank 14, and this introduced compressed air presses the piston 7a of the operating rod 7, and this pressing force causes The operating rod 7 moves to the left side against the compression coil spring 8, and the clutch device 1 is disconnected.After the clutch is disconnected, the solenoid valve 13 continues to be energized, and the solenoid valve 11 is de-energized, and the operating rod 7 is kept in a state of being moved as far as it will go in the left-hand direction. In other words, when the solenoid valve 11 closes, the compressed air in the pressure-receiving cylinder chamber 5b of the cylinder device 5 is trapped, and the pressure of this compressed air maintains the operating rod 7 in the left-hand direction until it is fully moved. ,
The clutch device 1 is designed to maintain the clutch in a disengaged state. On the other hand, when the clutch device 1 is connected from a disengaged state, a pulse signal with a duty ratio corresponding to at least the speed of the engine is sent from the output terminal 16b, and the solenoid valve 12 is controlled intermittently by this pulse signal. It's becoming like that. That is, the solenoid valve 12 is opened and closed periodically by the pulse signal,
When the solenoid valve 12 opens, the compressed air trapped in the pressure receiving cylinder chamber 5b is discharged via the solenoid valve 12, and this discharge is periodically repeated to increase the pressure of the compressed air in the pressure receiving cylinder chamber 5b. It is gradually descending. Therefore, the operating rod 7 gradually slides toward the right due to the return force of the compression coil spring 8 and the drop in the compressed air pressure.
Finally, the clutch device 1 was connected,
After the clutch connection is completed, the intermittent control of the solenoid valve 12 is canceled and the energization of the solenoid valve 13 is also canceled.
The pressure within the pressure-receiving cylinder chamber 5b becomes approximately equal to atmospheric pressure, and the operating rod 7 is fully positioned in the right-hand direction by the return force of the compression coil spring 8, returning to the original clutch-connected state. In FIG. 2, reference numeral 16d is an output terminal for adjusting the opening amount of the throttle valve in accordance with the clutch connection state, that is, for sending out a signal for controlling the rotation of the engine 2.

By the way, the control unit 16 that performs such control is configured using a microcomputer, and the connection operation of the clutch device 1 by the air cylinder device 5 is performed based on the above-mentioned input information.
It is now controlled by a microcomputer. FIG. 3 is a block diagram showing the internal structure of the control unit 16, and the same reference numerals as in FIG. 2 indicate the same parts and the explanation thereof will be omitted. In the figure,
A waveform shaping circuit 23 includes resistors R ₁ to R ₄ , capacitors C ₁ and C ₂ , and a comparator 23a, and is connected to input terminals 16e ₁ and 16e ₂ . Furthermore, waveform shaping circuits 24 and 25 having the same configuration as the waveform shaping circuit 23 are also connected to the input terminals 16f ₁ , 16f ₂ and 16g ₁ , 16g ₂ , and the output terminals of the comparators 23 a , 24 a , and 25 a of each wave shaping circuit are connected to F-V converters 26, 27 and 28. The outputs of the F-V converters 26, 27 and 28 are input to a multiplexer 29. Further, a _Vcc power supply voltage is applied to the input terminals 16h ₁ and 16k ₁ , and a series circuit consisting of a resistor R ₅ and a capacitor C ₃ is connected to the input terminals 16h ₂ and 16k ₂ , respectively. The voltage at the connection point between C ₃ and resistor R ₅ is input to multiplexer 29 . Each piece of information input to the multiplexer 29 is selected and determined as appropriate according to instructions from the microcomputer 30 and converted into digital values via the A/D converter 31.
It is becoming more and more popular. The microcomputer 30 also receives information input to the input terminal 16j and information input to the input terminal 16i, and a signal corresponding to the gear position input from the input terminal 16i is encoded by the encoder 32. and is now captured as a digital signal according to the gear position. Furthermore, the microcomputer 30
A signal for controlling the engine speed is sent to the output terminal 16d via the D/A converter 33 and the buffer amplifier 34, and a signal to control the engine speed is sent to the output terminals 16a and 16 via the solenoid driver 35.
b, 16c are the solenoid valves 11, 12 in Fig. 2,
It is designed to send out a control signal to control 13. Incidentally, the output of the waveform shaping circuit 23 is also taken into the microcomputer 30 via a Schmitt circuit 36.

Incidentally, in order to ensure smooth half-clutch operation by the clutch device 1, the microcomputer 30 stores a half-clutch range detection program for automatically detecting and setting the actual half-clutch range. A clutch connection start stroke position learning program for detecting a clutch connection start stroke position used in the half clutch range detection program is stored.

FIG. 4 is a flowchart showing an embodiment of the clutch connection start stroke position learning program. This program is executed under predetermined conditions every time the clutch is engaged, and the data obtained thereby regarding the clutch engagement start stroke position is used as data in the half-clutch range detection program. Here, the predetermined condition is, for example, whether the vehicle is in a starting state from the first gear (clutch disengaged) on a flat ground.

The operation of this program will be explained below using the flowchart in FIG. 4 and the schematic configuration diagram in FIG. That is, when the microcomputer 30 starts processing, it is determined whether or not the predetermined conditions are satisfied, and the clutch connection start stroke position learning program is started (step a). As a result, the clutch stroke position Ln in the current state (clutch disengaged) is stored as Ln _-1 (step b). Then, in step c, a single pulse with a constant frequency and a constant duty ratio is generated to intermittently control the solenoid valve 12. As a result, the solenoid valve 12 is kept open for a predetermined period of time, the pressure of the compressed air in the pressure receiving cylinder chamber 5b of the air cylinder 5 decreases, and the operating rod 7 slides. This sliding movement of the operating rod 7 causes the clutch plate of the clutch device 1 to move, and the clutch stroke position Ln after the movement is detected (step d). and,
Stored in step b at step e
Ln _-1 and Ln detected at step d are subtracted to calculate the displacement amount ΔLn (Ln _-1 - Ln).

Then, this displacement amount ΔLn is compared with the maximum displacement amount ΔL _nax (initial value zero) in step f, and if ΔLn is larger than ΔL _nax , ΔLn is replaced and stored as ΔL _nax in step g, and the process returns to step b. Returning, the clutch stroke position Ln detected in step d is replaced and stored as Ln _-1 . Then, a single pulse is generated again at step c. On the other hand, if ΔLn compared at step f is equal to ΔL _nax , return directly to step b;
The next single pulse occurs. In this way, the pressure of the compressed air in the pressure receiving cylinder chamber 5b gradually decreases, and the operating rod 7 gradually slides. Then, when ΔLn becomes smaller than _ΔLnax at step f, that is, when the displacement amount of the clutch stroke for each single pulse becomes dull, step h
ΔL _nax and ΔLn are subtracted at (ΔL _nax −ΔLn),
As a result, D is calculated. This subtraction result D is compared with the set value C in step i. here,
The set value C is a fixed value for determining the clutch connection start state and is stored in advance in the microcomputer. Then, when it is determined in step i that D<C, it is determined in step n whether ΔLn=0. If ΔLn≠0 at this step n, return to step b again, and step d
After Ln detected at is stored as Ln _-1 , the next single pulse is generated at step c,
The sliding movement of the operating rod 7 continues.
On the other hand, when D≧C is detected in step i, step j is executed, and the clutch stroke position Ln detected in step d is stored as Ls. This Ls becomes the clutch connection start stroke position in the clutch device 1, and is used as data for the main program, a half-clutch range detection program (not shown). After Ls is stored, the program returns to the main program via step k and step l. Step k is
At the step of comparing ΔL _nax and ΔLst (set value), which is the minimum allowable displacement amount, some kind of failure occurs in the clutch control device 4 or clutch device 1, etc., and the maximum displacement amount ΔL _nax of the clutch device 1 becomes the specified value. In an intermittent control state in which (ΔLst) is not reached, step m is executed to activate the fault display device. Incidentally, when ΔLn=0 is detected at step n, the program returns to the main program via step k (step l).

5 and 6 respectively show the pressure receiving cylinder chamber 5.
This is a graph showing changes in compressed air pressure and clutch stroke position in Figures 5 and 6. In Figures 5 and 6, the vertical axis is air pressure (Kg/cm) and clutch stroke position (mm), and the horizontal axis is time. (sec). At time t=0, step c in FIG. 4 is executed, the generation of a single pulse is started, the air pressure in the pressure receiving cylinder chamber 5b gradually decreases, and the clutch stroke gradually narrows accordingly. There is. Then, at point E, D at step i becomes larger than C (D≧
C), it is determined that the clutch connection has started. Incidentally, .DELTA.Ln in FIG. 6 corresponds to the displacement amount .DELTA.Ln in FIG. 4, and the microcomputer constantly monitors changes in .DELTA.Ln to determine the clutch connection starting stroke position Ls.

Therefore, if the half-clutch range detection program is used to find the clutch engagement end stroke position from the slip ratio between the engine's rotating shaft and the output shaft (load side) of the clutch, for example, the clutch engagement end stroke position ( For example, an accurate half-clutch range can be determined from the clutch engagement start stroke position Ls (point E in FIG. 5) and the clutch engagement start stroke position Ls (point E in FIG. 5). Therefore,
By automatically and appropriately updating the data regarding this half-clutch range, it is possible to obtain more accurate clutch control characteristics than in the past. Also,
If a warning device is activated when this half-clutch range exceeds the maximum permissible half-clutch range, wear of the clutch, etc. can be automatically detected.

FIG. 1 is a schematic functional block diagram of the microcomputer 30 in FIG. In order to accomplish the program of the flowchart shown in FIG.
A displacement amount ΔLn calculation circuit 38 performs the processing of e, a first comparison circuit 39 performs the processing of steps f and g, a subtraction circuit 40 performs the processing of step h, and steps i and n.
The clutch connection start stroke position memory circuit 42 performs the processing of step j, and the third comparison circuit 43 performs the processing of step k. In this functional block diagram, a pulse generation circuit 37 functions as a pulse generation means, a displacement amount ΔLn calculation circuit 38, a first comparison circuit 39, a subtraction circuit 40, and a second comparison circuit 41.
constitutes the clutch connection start determining means 44.

In this embodiment, only the clutch connection start stroke position is determined based on the stroke position displacement amount of the clutch device 1, but the clutch connection end stroke position may also be determined based on this stroke position displacement amount. .

Further, in this embodiment, the clutch stroke position detection sensor 9 (see FIG. 2) is disposed on the right end side of the operating rod 7 of the air cylinder device 5, and a schematic side sectional view thereof is shown in FIG. As shown,
The right end side of the air cylinder 6 has a sealed structure (the operating rod 7 is not protruded toward the right end side), and a stroke rod 45 is fixedly disposed on the piston 7a, and the stroke rod 45 moves as the piston 7a slides. The resistance value of the clutch stroke position detection sensor 9 may also be changed. In FIG. 7, the same reference numerals as in FIG. 2 indicate equivalent parts.

〔Effect of the invention〕

As explained above, according to the clutch control device according to the present invention, each time the second solenoid valve is intermittently controlled, the displacement amount ΔLn of the clutch device's previous stroke position and the current stroke position is determined, and this determined displacement If the amount ΔLn is less than or equal to the maximum displacement amount ΔL _nax and the difference is greater than or equal to the judgment value C, the stroke position Ln at that time is determined to be the clutch connection start stroke position, so for example, if the clutch device is connected to the output rotation shaft of the engine. When placed between the input shaft of the drive vehicle device, it is possible to accurately detect the clutch engagement start stroke position even when the engine is not rotating.For example, by using this clutch engagement start stroke position, By determining data regarding the half-clutch range, more accurate clutch control characteristics can be obtained than in the past.

[Brief explanation of the drawing]

FIG. 1 is a schematic functional block diagram showing an embodiment of a microcomputer used in a clutch control device according to the present invention, FIG. 2 is a schematic block diagram showing an embodiment of a clutch control device using this microcomputer, and FIG. Figure 3 is a schematic block diagram showing the internal configuration of the control unit used in this clutch control device.
Fig. 4 is a flowchart of a program stored in a microcomputer provided in this control unit, Fig. 5 is a graph showing changes in the pressure of compressed air in the air cylinder device used in this clutch control device, and Fig. 6 7 is a graph showing changes in the clutch stroke position of the clutch device, and FIG. 7 is a schematic side sectional view showing another embodiment of the arrangement position of the clutch stroke position detection sensor for detecting the clutch stroke position. DESCRIPTION OF SYMBOLS 1... Clutch device, 4... Clutch control device, 5... Air cylinder device, 9... Clutch stroke position detector, 11, 12, 13... Solenoid valve, 16... Control unit, 30... Microcomputer , 37...pulse generation circuit, 38...
...Displacement amount ΔLn calculation circuit, 39...First comparison circuit,
40... Subtraction circuit, 41... Second comparison circuit, 44
...Clutch connection start determination means.

Claims (1)

[Scope of Claims] 1. An actuator that drives a clutch device, a first electromagnetic valve disposed in a fluid supply passage to the actuator, and a second electromagnetic valve disposed in a fluid discharge passage from the actuator. a clutch stroke position detector for detecting a stroke position of the clutch device, the first electromagnetic valve is opened to supply fluid to the actuator to disengage the clutch device; A clutch control device that connects the clutch device by opening a second solenoid valve to discharge fluid from the actuator, the clutch control device generating periodic pulses when the clutch device is engaged under predetermined conditions. pulse generating means for intermittently controlling the second electromagnetic valve to gradually displace the stroke position of the clutch device for each pulse; stroke position
The difference between Ln _-1 and the current stroke position Ln is determined as the displacement ΔLn, and this determined displacement ΔLn is compared with the maximum displacement ΔL _nax of the displacement ΔLn determined so far, and ΔLn is ΔL _nax and a clutch connection start determining means for determining the stroke position Ln at that time as the clutch connection start stroke position of the clutch device when the difference is equal to or greater than a predetermined determination value C. Clutch control device.