JPH0260897B2 - - 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 and drawings [JP-A-57-182530], Japanese Patent Application No. 56-138886 and drawings [JP-A-58-1989]).
39821] 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; and a stop position of the actuator in which a plurality of strokes of the actuator are set in parallel in advance. and a correction means for stroking the actuator to the nearest stop position in accordance with an output signal from the detection device when an output from the discrimination circuit is generated, when the actuator is in a half-clutch state. , an actuator that has stopped operating midway is stably held at the closest stop position.

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 stroke release fork 7 via a link 10d. The negative pressure chamber 10c has a compressed spring 10e therein, and is communicated with the downstream side of the throttle valve 13 of the intake passage 12 via the negative pressure introduction path 11. 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 14d 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, The atmosphere opening port 14c is closed by the valve body 14d, and the intake passage side communication port 14b
By opening the intake passage 12 and introducing the intake negative pressure downstream of the throttle valve 13 into the negative pressure chamber 10c of the diaphragm device 10, the diaphragm 10a is biased backward in the figure against the spring force of the spring 10e. Due to the deflection of the diaphragm 10a, the link 10d
The clutch release fork 7 is rotated in a non-tangential direction to the clutch (counterclockwise in FIG. 1) to disconnect the clutch 3. At the same time, when energized, the intake passage side communication port 14b is closed by the valve body 14d and the atmosphere opening port 1
4c to open the negative pressure chamber 10 of the diaphragm device 10.
By opening c to the atmosphere, the diaphragm 10a of the diaphragm device 10 is connected to the spring 10.
By biasing the clutch release fork 7 forward as shown in the figure by the spring force e, rotate the clutch release fork 7 in the clutch connecting direction (clockwise in Figure 1) in the opposite direction to the above, and then close the clutch 3.
is configured to connect. The holding valve 15 also includes a valve body 15 that opens and closes the negative pressure introduction path 11.
a, and energizes the holding valve 15 to open the valve body 15.
By closing the negative pressure introduction path 11 by a, the diaphragm device 10 when the three-way solenoid valve 14 is energized.
The holding valve 15 constitutes a control means for stopping the operation of the diaphragm device 10 in the clutch connecting direction midway. In addition, 16 is the negative pressure introduction path 11
17 is an accumulator provided in the negative pressure introduction path 11.

Reference numeral 18 is a discrimination circuit for controlling the operation of the three-way solenoid valve 14 and the holding valve 15, and the discrimination circuit 18 includes a circuit that detects the vehicle speed by detecting the rotational speed of the transmission main shaft 2b. A vehicle speed pulser 19, an accelerator switch 21 that detects that an accelerator pedal 20 interlocked with the carburetor throttle valve 13 is depressed and generates an activation signal, and a shift knob 22a of a shift lever 22 that detects that the shift knob 22a of the shift lever 22 is depressed. a clutch switch 23 that generates an actuation signal;
A gear switch 24 that detects that the gears of the transmission 2 are engaged and generates an activation signal is connected to the vehicle speed pulser 19 and the accelerator.
Based on signals from the clutch and gear switches 21, 23, and 24, it is determined that the vehicle speed is below a predetermined speed, that the gears of the transmission 2 are engaged, and that the accelerator pedal 20 is released by releasing the shift knob 22a. It detects that the clutch has been depressed, and upon detection, generates a clutch connection command signal for energizing the three-way solenoid valve 14 and outputs it to the three-way solenoid valve 14.

Further, the discrimination circuit 18 includes an engine rotation speed pulser 25 that detects the rotation speed of the engine 1.
and a clutch rotation speed pulser 26 that detects the rotation speed of the clutch 3.Based on the signals from the engine and clutch rotation speed pulsers 25 and 26, the engine rotation speed is determined to be negative when the clutch is engaged. It also has the function of detecting the rate of change, generating a holding command signal as an output at the time of detection, and outputting it to the holding valve 15 via a correction circuit 35, which will be described later. Furthermore, when the holding command signal is generated, the clutch connection command signal is configured to stop the generation of the clutch connection command signal in response to the holding command signal.

27 is a detection device using a double proximity switch, and the detection device 27 connects the diaphragm 10a of the diaphragm device 10 to the tip of the clutch release fork 7, as shown in enlarged detail in FIG. A screen plate 28 is fixed upright to the link 10d, and a U-shaped member 29 faces each other with the screen plate 28 in between. Applicable U
On the upright parts 29a, 29a of the character member 29, two upper and lower light emitting diodes 30, 30 are disposed on one side and two upper and lower phototransistors 31, 31 are disposed facing each other on the other side, and the screen The plate 28 has a plurality of first transmission windows 32, 32, . . . that transmit light from the upper light emitting diode 30, and a plurality of second transmission windows 33, 33, . Link 1
They are provided in parallel in the 0d direction. As shown in FIG. 3A, the shape of the first transmission windows 32, 32, . ... is formed in a shape that protrudes to the right in the figure.
The portions 34, 34, which are located between the first transmission windows 32, 32, and block the transmission of light from the two light emitting diodes 30, 30 correspond to the stop position of the diaphragm device 10. A plurality of parts are set in advance in parallel in the direction of the link 10d. Therefore, one stop position on the screen plate 28 (for example, the stop position portion 34 shown in FIG.
When a) is in a position facing the light emitting diodes 30, 30, the outputs of the upper and lower phototransistors 31, 31 both become "1" as shown in FIG. 3B, and this is detected. , the stop position (for example, 34a) is the light emitting diode 30,
30, the upper and lower phototransistors 31,
When the outputs of the phototransistor 31 both become "0" and this is detected, and when the light emitting diodes 30 and 30 are located at the rear, the output of the upper phototransistor 31 becomes "0" and the lower phototransistor 31 outputs "0". By detecting that the output of the phototransistor 31 becomes "1", the diaphragm device 10
The stroke of the diaphragm device 10 is detected as a relative position to a stop position of a plurality of diaphragm devices 10 set in parallel in advance. The output signals of the two phototransistors 31, 31 are input to a correction circuit 35.

The correction circuit 35 receives output signals from the two phototransistors 31, 31, and controls the diaphragm device 10 and the light emitting diodes 30, 30 according to the respective output signals when the discrimination circuit 18 generates a hold command signal. This constitutes a correction means that moves the stroke to the stop position closest to the stop position (for example, the stop position portion 34a shown in FIG. 3).When the outputs of the upper and lower phototransistors 31, 31 are both "1" In other words, when the stop position closest to the light emitting diodes 30, 30 is located opposite to the light emitting diodes 30, 30), the output of the holding command signal from the discrimination circuit 18 to the holding valve 15 is allowed. to maintain the stroke of the diaphragm device 10 in that position;
When receiving "0" output from the upper phototransistor 31 and "0" output from the lower phototransistor 31 at the same time (that is, when the closest stop position is in front of the light emitting diodes 30, 30) In this case, the output of the holding command signal from the discrimination circuit 18 to the holding valve 15 is blocked and the diaphragm device 10 is stroked backward, while the "0" output from the upper phototransistor 31 and the lower phototransistor are 31 (that is, when the light emitting diodes 30 and 30 are behind the light emitting diodes 30 and 30), in addition to blocking the output of the holding command signal, a clutch connection command signal is generated to control the three-way operation. Output to the solenoid valve 14,
The diaphragm device 10 is configured to be stroked forward.

Next, the operation of the above embodiment will be explained based on the flowchart of FIG. 4. First, from the start _S0 to the first step _S1 , the gear of the transmission 2 is engaged depending on the presence or absence of an actuation signal from the gear switch 24. It is determined whether the vehicle is aligned, and if NO, it is determined that the vehicle is stopped. On the other hand, in the case of YES, it is further determined in a second step _S2 whether or not the shift knob 22a of the shift lever 22 is gripped based on the presence or absence of an actuation signal from the clutch switch 23;
If YES, it is determined that the vehicle is stopped. On the other hand, in the case of NO, it is further determined in a third step _S3 whether the vehicle speed is higher than a predetermined speed based on the vehicle speed signal from the vehicle speed pulser 19. In step _S4 , it is determined whether or not the accelerator pedal 20 is depressed based on the presence or absence of an activation signal from the accelerator switch 21. If NO, it is determined that the vehicle is at a stop, and the clutch connection command signal is generated from the determination circuit 18. Clutch 3 remains disconnected.

On the other hand, when the vehicle speed is YES, which is greater than the predetermined speed,
When the accelerator pedal 20 is depressed (YES), it is determined that the gear is being shifted and the vehicle is starting, and the process proceeds to the fifth step _S5 , where the engine speed signal E from the engine speed pulser ₂₅ is sent. is larger than the clutch rotation speed C from the clutch rotation speed pulser 26,
If YES, it is further determined in the sixth step _S6 whether the rate of change E' of the engine speed E is greater than zero. A command signal is generated, as a result of which the three-way solenoid valve 14 is energized and the clutch 3 begins to be engaged.

On the other hand, if the engine speed E is smaller than the clutch speed C in the fifth step _S5 , it is determined whether the engine speed change rate E' is smaller than zero or not, and the result is YES in the seventh step _S7 . In this case, it is determined that the vehicle is decelerating, and the determination circuit 18 continues to generate the clutch connection command signal, so that the clutch 3 is maintained in the connected state.

When the rate of change in engine speed E' in the sixth step _S6 is NO, which is not greater than zero, and the rate of change in engine speed in the seventh step _S7.
When E′ is NO, which is not smaller than zero, it is determined that the clutch is in a half-clutch state, and the discrimination circuit 1
From 8 onwards, the holding command signal is generated at the same time as the generation of the clutch connection command signal is stopped. As a result, the three-way solenoid valve 14 becomes de-energized, and the operation of the diaphragm device 10 in the clutch connecting direction due to the excitation operation of the three-way solenoid valve 14 is released.

After that, in the eighth step _S8 , the outputs A and B of the upper and lower phototransistors 31 and 31 are
It is determined whether both are "1" or not, and if NO, the process proceeds to the ninth step _S9 , where the output A of the upper phototransistor ₃₁ is "0" and the lower phototransistor 31 is "0". It is determined whether the output B of the phototransistor 31 is "1" or not, and in the case of NO, the stop position closest to the light emitting diodes 30, 30 when the diaphragm device 10 is deactivated is the light emitting It is determined that the position is slightly ahead of the diodes 30, 30, and the correction circuit 35 prevents the holding command signal from the discrimination circuit 18 from being output to the holding valve 15. As a result, the holding valve 15
Due to the deactivation of the diaphragm device 10, the stroke of the diaphragm device 10 gradually becomes smaller and converges to the nearest stop position (for example, 34a).

Conversely, if the output A of the upper phototransistor 31 is "0" and the output B of the lower phototransistor 31 is "1" (YES) in the ninth step _S9 , the nearest stroke position (for example, 3
4a) is slightly behind the light emitting diodes 30, 30, and the correction circuit 35 blocks the output of the holding command signal to the holding valve 15, and at the same time, the correction circuit 35 outputs the clutch connection command signal. is generated and output to the three-way solenoid valve 14. As a result, the holding valve 15 remains inactive, the three-way solenoid valve 14 is excited, and the negative pressure chamber 10c of the diaphragm device 10 is opened to the atmosphere, so that the stroke of the diaphragm device 10 gradually increases until it reaches its maximum. Adjacent stop position (e.g. 34a)
converges to.

After that, the process returns to the eighth step _S8 , and the outputs A and B of the upper and lower phototransistors 31 and 31 are
The correction circuit 35 allows the holding command signal from the discrimination circuit 18 to be outputted to the holding valve 15 when the holding command signal from the discrimination circuit 18 is in the YES state where both are "1". As a result, the holding valve 15 is activated, and the negative pressure chamber 10c of the diaphragm device 10 is prevented from being opened to the atmosphere.
The diaphragm device 10 includes light emitting diodes 30,3
0 (for example, 34a).

After that, the negative pressure chamber 10c of the diaphragm device 10
The negative pressure trapped in the diaphragm device 1
0 leaks to the outside from its fragile portion due to a decrease in the durability of the valve 0, and intake negative pressure is introduced into the negative pressure chamber 10c via the negative pressure introduction path 11 due to a decrease in the sealing performance of the negative pressure introduction path 11 of the holding valve 15. When this happens, the stroke of the diaphragm device 10 will vary and it will deviate slightly from the stop position (for example, 34a) facing the light emitting diodes 30, 30, but in this case, the process returns to the eighth step _S8 . Correction circuit 35
operates to correct the deviation, so that the stroke of the diaphragm device 10 reaches the stop position (eg 34a) opposite the light emitting diodes 30, 30.
is maintained stably.

At this time, the stop stroke position of the diaphragm device 10 should be variable in order to create a half-clutch state depending on various conditions such as the state of wear of the clutch and the decrease in ground resistance at low temperatures. Since the diaphragm device is configured to stop operating when the engine speed decreases as a result of a combination of conditions, it can always be automatically stopped at a stop stroke position that corresponds to these various conditions.

Next, an example of a specific circuit of the correction circuit 35 will be explained in the fifth section.
As shown in the figure.

In this correction circuit 35, when the outputs A and B of the upper and lower phototransistors 31, 31 are both "1" when the holding command signal H of the discrimination circuit 18 is generated, the output of the first AND gate 36 is "1". By setting the output of the second AND gate 37 to "1", the first transistor 38
Turn on the excitation coil 15 of the holding valve 15.
b is excited, and when the hold command signal is generated, the upper and lower phototransistors 31, 3
When the outputs of 1 are both "0", the above first AND
The “0” output of gate 36 causes the second AND gate 3
By setting the output of 7 to "0" output, the first transistor 38 is turned off and the holding valve 15 is turned off.
Do not energize. Furthermore, when the output of the upper phototransistor 31 is "0" and the output of the lower phototransistor 31 is "1" when the hold command signal is generated, the "0" output of the first AND gate 36 is used as described above. The output of the second AND gate 37 is set to "0" and the holding valve 15 is not excited, and at the same time, the "0" output of the upper phototransistor 31 is inverted by the inverter 39 and set to "1".
The output of the 3AND gate 40 is set to "1", and then the
A clutch connection command signal is generated by setting the output of the 4AND gate 41 to "1", and this clutch connection command signal is passed through the OR gate 42 to the second transistor 4.
3, the second transistor 4
3 is turned on to excite the excitation coil 14e of the three-way solenoid valve 14.

Incidentally, in the above embodiment, a case was explained in which a double proximity switch was used as the detection device 27.
Of course, an electromagnetic pickup, an electrostatic relay, etc. can also be used.

As explained above, according to the present invention, there is provided a detection device that detects the stroke of the actuator that operates the engagement/disconnection operation member of the clutch in the clutch connection direction as a relative position to a stop position of a plurality of actuators set in parallel in advance; The stroke fluctuation of the actuator that has once stopped operating when the clutch is in a half-clutch state is corrected by using a correction means that strokes the actuator that has stopped operating once when the engine speed decreases to the nearest stop position in accordance with the output signal from the detection device. By correcting this, even if the durability of the actuator described above or the sealing performance of the holding valve deteriorates, it is possible to always maintain an appropriate half-clutch state, which in turn ensures smooth starting and gear shifting. It is something that can be done.

Moreover, since it is applied to devices that detect a negative rate of change in engine speed and temporarily stop actuator operation, it is possible to respond to various conditions such as clutch wear and a decrease in ground resistance at low temperatures. This has the advantage that the stop stroke position of the actuator can be made variable.

[Brief explanation of drawings]

The drawings show an embodiment of the present invention; FIG. 1 is a general schematic diagram, FIG. 2 is an enlarged view of the detection device, FIG. 3A is a partially enlarged view of the screen plate of the detection device, and FIG. 4 is a flowchart for explaining the operation, and FIG. 5 is an electric circuit diagram showing a specific circuit of the correction circuit. DESCRIPTION OF SYMBOLS 1... Engine, 1a... Output shaft, 2... Transmission, 2a... Input shaft, 3... Clutch, 7... Clutch release fork (intermittent operation member), 10
...Diaphragm device (actuator), 15
...Holding valve (control means), 18...Discrimination circuit, 2
7...Detection device, 28...Screen board, 30...
...Light emitting diode, 31...Phototransistor, 32...First transmission window, 33...Second transmission window,
34, 34...stop position, 35...correction circuit (correction means).

Claims (1)

[Claims] 1. An actuator that operates a clutch intermittent operation member provided between the output shaft of the engine and the input shaft of the transmission in the clutch connection direction, and a determination that generates an output by detecting a negative rate of change in engine speed. a circuit, a control means that receives the output of the discrimination circuit and stops the operation of the actuator in the clutch connecting direction midway, and detects the stroke of the actuator as a relative position with respect to a stop position of the actuator set in advance in parallel. and a correction means for stroking the actuator to the nearest stop position in accordance with an output signal from the detection device when an output from the discrimination circuit is generated. .